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PublicRoads 


Winter 1994 Vol.57, No.3 


COVER: 


The St. Peter Street Bridge is located in 
downtown St. Paul, Minn., and is one of 





the connecting links between the 
downtown area and the state capitol 
complex. It spans the Interstate 35E and 
Interstate 94 commons area. The 
structure consists of seven spans. 























The National Highway System 1 
Applied Research and Technology: New Guidelines for Accelerating the Use of Innovative 

Technology by the Highway Industry by Richard A. McComb and Daniel F Larson 5 
Highway Innovative Technology Evaluation Center by Louis Colucci and Robert Bryant 9 
Modeling of Geotextiles and Other Membranes in the Prevention of Reflection Cracking 

in Asphaltic Resurfacing by Luis F Da Silva and Juan A. Confré 12 
HYSIM: the Next Best Thing to Being on the Road by Elizabeth Alicandri 19 
FHWA’s Implementation Plan for SHRP Products by Charles J. Churilla 24 
Environmental Research: Helping Highways Improve the Quality of Life by Ginny Finch 30 
Looking for a Few Good IDEAs by K. Thirumalai 32 
The National Quality Initiative by Donald Tuggle 33 











Along the Road 36 
New Research 43 
Recent Publications 46 
Technology Applications 49 








U.S. Department of Transportation 
Federico Pefia, Secretary 


Federal Highway Administration 
Rodney E. Slater, Administrator 


Office of Research and Development 
John A. Clements, Associate Administrator 


Anne N. Barsanti, Managing Editor 
Robert V. Bryant, Editor 

Kevin C. Kerdash, Associate Editor 
Nita Congress, Contributing Editor 





Publication Board 
RE. Slater, EB. Francois, T.B. Deen, H. Bernstein 





Editorial Board 

E.D. Carlson, J.A. Clements, GJ. Jeff, D.C. Judycki, 
A.R. Kane, GS. Moore, G.L. Reagle, D.S. Gendell, 
RJ. Betsold, RJ. Kreklau 


NOTICE 

The United States Government does not endorse 
products or manufacturers. Trade or manufacturers’ 
names appear herein solely because they are consid- 
ered essential to the object of an article. 





Public Roads (ISSN 0033-3735; USPS 516-690) is published quarterly by the 
Office of Research and Development, Federal Highway Adoainistenten 
(FHWA), 400 Seventh Street SW, Washington, DC 20590. Second class postage 
paid at Washington, DC, and additional mailing offices. 

POSTMASTER: Send address changes to Public Roads, HRD-10, FHWA, 

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The Secretary of Transportation has determined that the publication of this 


adele: is necessary in the transaction of the public business required by 
aw of this Department. 


All articles are advisory or informational in nature and should not be con- 
strued as having regulatory effect. 


Articles written by private individuals contain the personal views of the 
author and do not necessarily reflect those of FHWA. 


All photographs are provided by FHWA unless otherwise credited. 
Contents of this publication may be reprinted. Mention of source is requested. © 














‘ational Highway System 


Backbone of Our National Transportation Network 





This article is adapted from a 
speech delivered by Federal 
Highway Administrator 

Rodney E. Slater on December 9, 
1993, and from materials pro- 
vided by the Federal Highway 
Administration (FHWA) Office of 
Program Development and the 
US. Department of Transporta- 
tion (DOT) Office of the Assistant 
Secretary for Public Affairs. 


On December 9, 1993, at Union 
Station in Washington, D.C, US. 
DOT Secretary Federico Pefia and 
FHWA Administrator Slater an- 
nounced the submission of the 
National Highway System (NHS) 
plan to Congress. Pefia also out- 
lined his principles and goals for a 
National Transportation System 
(NTS). 

“Union Station serves as a fitting 
backdrop for the unveiling of the 
National Highway System,” said 
Slater. “Just outside the station, 
Louisiana Avenue is part of the 
National Highway System— 
demonstrating how the National 
Highway System can provide links 
among the many modes that make 
up our transportation network. In 
fact, the National Highway System 
enhances the other modes by 
linking them. 

“This is perhaps the most 
important event I will have the 
opportunity to participate in as 
your Federal Highway Administra- 
tor, because the National Highway 
System is going to be the back- 
bone of our national transporta- 
tion network in the 21st century. 
It’s going to affect every American, 
directly or indirectly .. 

“In the landmark Intermodal 
Surface Transportation Efficiency 
Act of 1991, known as ISTEA, 
Congress called on the Depart- 
ment of Transportation to submit 


PUBLIC ROADS * WINTER * 1994 


a proposal identifying the routes 
that will be included in the 
National Highway System. 

“The proposed National High- 
way System consists of nearly 
159,000 miles of the most impor- 
tant roads in the United States. 

“To put this in perspective, a 
National Highway System of this 
scale would include only four 
percent of the 3.9 million miles of 
our public roads. Nevertheless, the 
National Highway System will 
carry over 40 percent of the 
nation’s highway traffic, carrying 
people and goods. 

“That’s strategic investment.” 

The United States spends nearly 
$1 trillion a year—17 percent of our 
gross domestic product—on 
transportation services. A 1-percent 
improvement in the overall 
efficiency of America’s transporta- 
tion system would translate into 
nearly $100 billion in savings 
across the economy within a 
decade. 

On February 19, 1991, FHWA 
submitted an illustrative map of a 
proposed NHS to the House 
Committee on Public Works and 
Transportation and to the Senate 
Committee on Environment and 
Public Works. ISTEA directed DOT 
to use the illustrative system as 
the starting point for a report to 
Congress in two years, identifying 
highways proposed to be desig- 
nated as part of a 155,000-mile NHS 
(plus or minus 15 percent). The 
approved elements of NHS are the 
interstate system, high-priority 
corridors identified in ISTEA, the 
Strategic Highway Network and its 
connectors, and selected principal 
arterials. 

Following enactment of ISTEA, 
FHWA worked with state and 
local officials and the Department 
of Defense to prepare recommen- 


dations. A nationwide functional 
classification of the nation’s roads, 
conducted by FHWA and state and 
local officials and completed in 
early 1993, identified all principal 
arterials. The state transportation 
departments then worked with 
local officials to develop recom- 
mendations on which principal 
arterials should be included in 
NHS. FHWA also worked with 
other DOT agencies to identify 
airport, maritime, port, rail, and 
transit facilities that were suffi- 
ciently important to be illustrated 
in the NHS report. 

Under ISTEA, congressional 
approval of NHS is required by 
September 30, 1995. Since the 
enactment of ISTEA, the states 
have been able to use NHS fund- 
ing on any road classified as a 
principal arterial. Following 
congressional approval, funding 
will be limited to routes in NHS. 

With completion of the NHS 
report to Congress, DOT is taking 
the next important step by launch- 
ing an effort to develop the 
National Transportation System. 

“A comprehensive National 
Transportation System will help us 
meet the challenges of the 
21st century global economy by 
enhancing all our different modes 
of transportation and their links— 
increasing the efficiency and 
productivity of our nation,” Pefia 
said. 

NTS will incorporate from all 
the modes the most significant 
elements of the nation’s transpor- 
tation systems. Beginning with 
NHS, NTS will include airports, 
ports, waterways, rail, intercity bus 
lines, pipelines, and local transit 
systems with regional and national 
impact. NTS will also include 
systems moving both people and 
freight as well as facilities owned 


Page 1 


of Transportation. It totals about 
15,700 miles. Based on the most 
recent information, including plans 
for base closures, these corridors 
and the interstate system have 
been identified by the Department 


by both private business and the “The second component in- 
public sector. cludes 21 congressionally desig- 
NHS is the core of the future nated high-priority corridors as 
NTS. identified in the ISTEA. These 
Slater explained NHS in detail: corridors total 4,500 miles. 
“The first component of the “The third component is the 
proposed National Highway non-interstate portion of the 
System is the 45,000-mile interstate Strategic Highway Corridor hy 
system, which accounts for nearly Network (STRAHNET), identified 
30 percent of the proposed system by the Department of Defense in 
mileage. cooperation with the Department 


a 


NATIONAL HIGHWAY SYSTEM 
FACT SHEET 


Proposed ; 
NHS Rural 


ALABAMA 2,630 
ALASKA 1,489 
ARIZONA 2,139 
ARKANSAS 2,242 
CALIFORNIA 4,922 
COLORADO 2,612 
CONNECTICUT 362 
DELAWARE 210 
DIST OF COL 0 
FLORIDA 2,926 
GEORGIA 3,479 
HAWAII 148 
IDAHO 2,207 
ILLINOIS 3,299 
INDIANA 2,097 
IOWA 2,731 
KANSAS 3,391 
KENTUCKY 2,213 
LOUISIANA 1,934 
MAINE 980 
MARYLAND 806 
MASSACHUSETTS 486 
MICHIGAN 3,041 
MINNESOTA 3,261 
MISSISSIPPI 2,339 
MISSOURI 3,538 
MONTANA 3,693 
NEBRASKA 2,778 
NEVADA 1,941 
NEW HAMPSHIRE 634 
NEW JERSEY 663 
NEW MEXICO 2,660 
NEW YORK 2,673 
NORTH CAROLINA 2,972 
NORTH DAKOTA 2,455 
OHIO 2,876 
OKLAHOMA 2,674 
OREGON 3,224 
PENNSYLVANIA 3,466 
PUERTO RICO 179 
RHODE ISLAND 88 
SOUTH CAROLINA 2,016 
SOUTH DAKOTA 2,850 
TENNESSEE 2,377 
TEXAS 8,771 
UTAH 1,786 
VERMONT 606 
VIRGINIA 2,206 
WASHINGTON 2,608 
WEST VIRGINIA 1,446 


System Extent 

Rital Mileage soe ere te ee ees 
Drbatr Mileage ee 
Total: Mileage 0s a eee eae 


118,834 (75%) 
39,840 (25%) 
158,674 


Required Components 


INTETSta le SY SICI eta eect ee 
Strategic Highway Network 
Major Strategic Highway 
Network Connectors for 242 Military 
Installations re ececice crete ence et enters 
Congressional High Priority Corridors 


45,376 miles 
15,668 miles 


1,890 miles 
4506 miles 


System Characteristics 


Full Access Control 


EATCS ESCA CCS VSL INN cece enscee 
NOn-Interstate ROULES ccceccssessene 
otal Sss eee nee et ers 


44376 miles 
7,876 miles 
52,252 miles 


Jurisdictional Control 


State Owned (Estimated) 
Other Owned: CEstimated ee Ser a 


150,000 miles 
9,000 miles 


Travel Served 


Rural (Percent of total rural vehicle 

miles:of: travel) 2s ee ee eee 
Urban (Percent of total urban vehicle 

miles of travel) 


42% (Est.) 


40% (Est.) 


Intermodal Facilities (Illustrated on maps) 


Water Portssce eee ee es Se ee eee ee 104 
Airports 143 
Amtrak Stations 5s 321 
Rail/Trock Termiraise2s 2, ee ee 191 
Public Transportation Systems oemmmnmnmnnmnnnnne 319 


Border Crossings 


With Canada... 
With Mexico 


Page 2 








WISCONSIN 3,207 
WYOMING 2,507 


TOTAL 118,838 





PUBLIC ROADS * WINTER « 1994 


of Defense as the most critical 
highway links in our transporta- 
tion system. As we found during 
Desert Storm, highway mobility is 
essential to our national defense 
by giving us the ability to move 


2ercent of 
otal Rural 
Miles 


3.6% 
12.5% 
5.1% 
3.2% 
5.6% 
4.0% 
4.1% 
5.7% 
0.0% 
4.5% 
4.1% 
6.3% 
3.9% 
3.3% 
2.9% 
§ 2.6% 
2.7% 
3.6% 
4.2% 
4.9% 
5.2% 
4.1% 
3.4% 
2.8% 
(3.6% 
(3.4% 
5.4% 
3.2% 
4.7% 
15.2% 
6.3% 
4.8% 
3.8% 
1 4.0% 
2.9% 
1 3.5% 
2.7% 
3.7% 
| 4.0% 
1 2.2% 
6.0% 
) 3.7% 
3.5% 
3.5% 
4.0% 
4.8% 
4.7% 
1 4.3% 
4.2% 
14.6% 
3.4% 


16.9% 


| 3.8% 


PUBLIC ROADS * WINTER * 1994 


Estimated 
Travel Rural 


NHS 
(Millions) 


9,012 
992 
6,617 
5,798 
27,916 
5,846 
2,556 
1,437 
0 
17,884 
11,331 
752 
3,382 
10,413 
10,511 
5,715 
5,624 
8,157 
6,250 
3,094 
6,360 
4,064 
11,142 
6,733 
6,362 
11,902 
3,420 
3,981 
3,656 
2,366 
5,884 
5,652 
10,157 
13,718 
1,792 
13,488 
6,798 
7,794 
15,425 
1,116 
494 
8,869 
1,783 
10,864 
26,781 
3,438 
1,734 
11,627 
7,084 
4,930 
9,962 
2,867 


372,759 


Percent of 
Total Travel 


41.4% 
46.8% 
49.4% 
40.4% 
53.6% 
52.3% 
42.6% 
51.3% 

0.0% 
50.7% 
36.4% 
31.1% 
45.3% 
39.6% 
35.7% 
38.4% 
43.8% 
38.1% 
36.5% 
35.9% 
49.5% 
49.2% 
38.0% 
35.9% 
38.1% 
48.3% 
55.5% 
44.6% 
66.0% 
39.1% 
57.0% 
45.8% 
33.1% 
41.4% 
40.7% 
35.7% 
39.8% 
52.9% 
41.4% 
33.0% 
58.9% 
42.7% 
41.3% 
42.8% 
46.2% 
60.7% 
41.8% 
43.4% 
49.6% 
43.9% 
39.7% 
59.2% 


42.9% 


troops and equipment to airports, 
to ports, to rail lines, and to other 
bases for rapid deployment. 

“The fourth component is major 
Strategic Highway Corridor 
Network connectors. They consist 


Total 


NHS Urban 


Miles 


1,040 
120 
659 
401 

2,508 
761 
614 

95 
73 
ve Wey 

1,183 
166 
137 

2,046 
623 
473 
396 
456 
735 
159 
555 

1,373 

1,677 
686 
371 
958 
116 
297 


173 


39,849 


ESTIMATED MILEAGE AND TRAVEL 
FOR PROPOSED NATIONAL HIGHWAY SYSTEM 


Percent of 
Total Urban 


Miles 


of 1,900 miles of roads linking 
major military installations and 


other defense-related facilities to 


Estimated 
Travel Urban 
NHS 
(Millions) 


8,550 
838 
7,607 
3,376 
95,460 
8,107 
10,013 
1,432 


2,265 
5,579 
343 
11,026 
56,548 
4,598 
385 
14,205 
12,351 
1,961 
7,624 
529 


561,332 


the STRAHNET corridors. 


“Collectively, these four compo- 


Percent of 
Urban Travel 


35.9% 
42.9% 
35.3% 
41.7% 
45.5% 
48.1% 
47.9% 
35.6% 
40.7% 
22.3% 
36.5% 
32.0% 
28.4% 
41.4% 
27.6% 
30.7% 
31.5% 
35.0% 
39.3% 
34.9% 
45.3% 
43.2% 
44.5% 
43.3% 
29.3% 
41.2% 
20.4% 
37.9% 
39.0% 
42.4% 
46.1% 
36.6% 
42.4% 
36.4% 
25.2% 
39.3% 
30.7% 
42.5% 
38.1% 
34.6% 
36.1% 
40.4% 
26.6% 
39.4% 
47.5% 
46.5% 
23.1% 
41.4% 
41.0% 
41.1% 
32.5% 
31.4% 


40.0% 


nents—all specifically required by 


Total NHS 
Mileage 


3,670 
1,609 
2,798 
2,643 
7,430 
3,373 
976 
305 
73 
4,098 
4,662 
314 
2,344 
5,345 
2,720 
3,204 
3,787 
2,669 
2,669 
1,139 
1,361 
1,859 
4,718 
3,947 
2,710 
4,496 
3,809 
3,075 
2,145 
792 


2,680 


158,687 


Page 3 





ISTEA—account for 67,500 miles or 
roughly 43 percent of the pro- 
posed system. 

“The remainder of the proposed 
system—totalling 91,000 miles—is 
made up of other important 
arterial highways that serve 
interstate and interregional travel 
and that provide connections to 
major ports, airports, public 
transportation facilities, and other 
intermodal facilities ... 

“Like so much that is important 
about ISTEA, the National High- 
way System is a flexible concept ... 
The National Highway System will 
not be another interstate system. 
Beyond the interstate portion, the 
National Highway System is 
mostly two-lane roads today and 
will likely remain that way. 

“In fact, virtually all of the 
National Highway System is exist- 
ing mileage. Less than 2 percent is 
new mileage, and that’s because 
it’s already in state plans. 

“The advantage of the National 
Highway System concept is that it 
will encourage state transportation 
agencies to focus on a limited 
number of high priority routes for 
improvement with federal-aid 
funds. These improvements will 
address traffic needs safely and 
efficiently, generally within 
existing rights-of-way .. 

“The National Highway System 
will also strengthen our links with 
Canada and Mexico, especially by 
providing some of the vitally 
needed north-south connectors. 
Today, even before NAFTA (North 
American Free Trade Agreement) 


Page 4 


goes into effect, trucks carry about 
80 percent of freight shipments 
between the United States and 
Mexico and about 60 percent of 
freight shipments between the 
United States and Canada. When 
NAFTA removes trade barriers 
next year, as well as barriers to 
international trucking operations, 
traffic on all modes should in- 
crease significantly. The National 
Highway System will serve this 
traffic efficiently by linking with 
the Canadian and Mexican high- 
way systems in a high-perfor- 
mance network spanning most of 
North America. 

“The report we are releasing 
today stresses the economic 
benefits, but let me just outline a 
few of them: 


e The National Highway System 
will provide what our retail, 
industrial, and other employers 
need—namely, a predictable, 
consistent, and reliable delivery 
system. 

e It will provide low-cost, reliable, 
and flexible transportation to 
minimize costs, serve plants 
geared to just-in-time delivery, 
and make our companies more 
competitive in the global 
marketplace. 


“Another economic benefit of 
the National Highway System is 
that it will help us confront the 
problems of traffic congestion by 
targeting current and projected 
bottlenecks. Whether you're a 
shipper, who lives by the principle 


that time is money, or a commuter 
trying to get to and from work 
with a minimum of hassles, 
congestion is an economic drain— 
estimated at about $40 billion a 
year in our major urban areas. 

“That’s not even counting the 
loss of our peace of mind and 
tranquility. 

“Safe, efficient operation. That, 
in short, is what the National 
Highway System is all about! 

“Today, we are transmitting our 
recommendations to Congress, 
which must take the next impor- 
tant step—approving the National 
Highway System. 

“Our report calls for designation 
of the proposed National Highway 
System routes but also recom- 
mends that the Secretary of 
Transportation have the authority 
to modify the network, at the 
request of the states, to meet 
changing needs. In addition, we 
call for identification—within 
2 years—of appropriate intermodal 
connections to the National 
Highway System. 

“ISTEA sets a deadline of 
September 30, 1995, for congres- 
sional action. But I can assure you 
that the president, Secretary Pefia, 
and I will be challenging the 
Congress to complete action on 
this vital transportation advance- 
ment long before then. 

“Today, the National Highway 
System is the next generation—the 
next step to continuing the 
progress that has made the United 
States the most mobile nation in 
history.” 


ne een —— 


PUBLIC ROADS * WINTER * 1994 





yA od od | tt ee) PV Ol ND 101 | 10) MOLE Dé 


New Guidelines for Accelerating 
the Use of Innovative Technologies 
by the Highway Industry 


by Richard A. McComb 
and Daniel F. Larson 


Introduction 


The need to accelerate the integra- 
tion of new technologies into the 
US. highway system has increased 
dramatically over the past decade 
as the Interstate Highway System 
has neared completion. Because 
Congress recognized the impor- 
tance of technology application, it 
established the Applied Research 
and Technology (ART) Program. 
Authorized under section 6005 of 
the Intermodal Surface Transporta- 
tion Efficiency Act (STEA) of 
1991, the ART Program began in 
fiscal year 1992 with funding of 
$35 million and will receive 

$41 million per year in fiscal years 
1993 through 1997. As called for in 


GUIDELINES 
WORKING GROUP 


Federal Highway 

Administration 
Richard A. McComb 
Terry Mitchell 
Samuel C. Tignor 
Charles Niessner 


Louis Colucci 
Douglas A. Bernard 
Robert J. Betsold 
Thomas J. Pasko 


Federal Transit Administration 
John S. Durham (deceased) 


Consultant 
L. Gary Byrd 


PUBLIC ROADS ¢ WINTER ° 1994 





the legislation, the Federal High- 
way Administration (FHWA) has 
developed guidelines to carry out 
the ART Program. The program 
and guidelines to carry out part of 
the program are summarized in 
this article. 

The ART Program aims to 
identify and promote technologies 
that are designed to improve the 
durability, efficiency, environmen- 
tal effects, productivity, and safety 
of highway, transit, and intermodal 
transportation systems. Specifically, 
it will accelerate testing and 
evaluation of new technologies, 
both foreign and domestic. 


Background 


The ART Program, as developed 
by FHWA, is composed of three 
elements—priority technologies, 
testing and evaluation, and 
applied research. The ART Pro- 
gram elements are summarized in 
table 1. 


Priority technologies 


The priority technologies compo- 
nent involves the implementation 
and evaluation of technologies 
that are specified in the legislation 
and other priority new technolo- 
gies that have been identified by 
FHWA and proposed for partner- 
ships through general solicitations. 
The three technology areas 
specified in ISTEA include: 


e Heated bridge technologies. 
Projects in this category will 
evaluate the costs and benefits 
of deck-heating technology on 
bridges that may be replaced or 
rehabilitated under section 144 
of title 23 of the US. Code. Nine 
projects in seven states were 
funded during fiscal year 1993. 





The hydronic hoses are in place prior 
to the bridge deck placement. Hot 
fluid circulating through the hoses 
heats the deck surface. A sensor 
device is shown in the foreground. 





e Thin-bonded overlay and 
surface lamination of pave- 
ment. Projects in this category 
will incorporate uses of thin- 
bonded overlays (including 
inorganic bonding systems) as a 
part of highway pavement or 
bridge repair, rehabilitation, or 
upgrading. The projects will be 
designed to evaluate feasibility 
and costs and benefits; to 
minimize overlay thickness, 
initial lay-down costs, and out- 
of-service time; and to maximize 
life-cycle durability. Twenty- 
eight projects in 14 states were 
funded in fiscal year 1993. 

e All-weather pavement mark- 
ings. These projects will evaluate 
the use of all-weather pavement 
markings for durability and 


Page 5 





safety. Project locations will be 
chosen to test the effects of 
varying climatic conditions, 
snow and ice control operations, 
and various traffic characteristics 
and pavement types. Seventy- 
seven projects in 17 states were 
funded in fiscal year 1993. 


In addition, two individual 
projects were planned. A construc- 
tion project planned for Missouri 





ART Program apply to this 
program element. (See HITEC 
article on page 9.) 


Applied research 


The applied research program 
promotes identification and 
development of foreign and 
domestic technologies and new 
methods for accelerated testing 
and evaluation. The program will 
include a variety of research and 


‘QUI SALAISN PU] S42JJOd 


After approximately two years of heavy traffic, the VISIBEAD road boundary 
line still provides good wet weather delineation. 





will use high-performance 
blended hydraulic cement in 
highway pavements or structures 
to evaluate the durability and 
construction efficiency of this 
material. Also pending is a project 
in New Jersey to evaluate the 
environmental and safety charac- 
teristics of elastomer-modified 
asphalt when used in highway 
pavement construction. 


Test and evaluation 


Test and evaluation (T&E) projects 
involve the full-scale field testing 
and evaluation of new technolo- 
gies. T&E projects originating in 
both the public and private sector 
will come through the Highway 
Innovative Technology Evaluation 
Center (HITEC). HITEC will serve 
as a focal point for evaluating 
innovative technologies and will 
provide a valuable network of 
experts to hasten the transfer of 
technology into practice. The 
Guidelines for Implementing the 


Page 6 





development (R&D) activities to 
develop products and technologies 
that meet the general objectives of 
the ART Program. The applied 
research program element has 
been used to fund some high- 
priority research areas, reviews of 
foreign technologies, and research 
of advanced topics. The applied 
research program element is also 
the key resource for providing 
technical assistance to states and 
local agencies participating in the 
T&E program. 


ART Program Scope 


A broad range of technologies are 
to be tested under the ART 
Program. The ART Program 
mandate encompasses the follow- 
ing technology areas: 


e Materials and procedures that 
accelerate construction. Projects 
in this category will test and 
evaluate innovative uses and 
modifications of concrete, steel, 


plastics, composites, and other 
materials, and innovative proce- 
dures for accelerating construc- 
tion. Examples would include 
rapid-curing materials, prefabri- 
cated components, plug-in 
replacement modules, auto- 
mated construction equipment, 
and robots and sensors. 
Environmentally beneficial 
materials and procedures. 
These projects will test and 
evaluate the environmental 
benefits of alternative materials 
and procedures used in high- 
way planning, design, construc- 
tion, rehabilitation, operation, 
and maintenance. Examples 
would be air quality improve- 
ments and noise abatement 
systems for construction, envi- 
ronmentally benign materials 
for vegetation control, and 
environmentally safe paint 
removal. 

Materials and techniques that 
enhance serviceability and 
longevity under adverse cli- 
matic, environmental, and load 
effects. This category includes 
strength-enhancing additives or 
reinforcements, coatings and 
sealers, composite designs, in 
situ supplements, and alternative 
design or construction technolo- 
gies. 

Technologies that increase 
efficiency and productivity of 
vehicular travel. This category 
includes vehicle and roadway 
projects; traffic control devices 
and systems; traffic management 
systems, strategies, and commu- 
nications; information systems; 
and computer-based tools that 
permit analysis of areawide 
surface transportation needs and 
operational plans. Examples 
include innovative sensing and 
information transfer technolo- 
gies, operational systems, 
software, and other technologies 
affecting vehicular travel and 
demand management. 
Technologies that enhance 
safety and accessibility of 
vehicular transportation 
systems. Projects that test and 
evaluate hardware, software, 
materials, equipment, and 
systems that address improved 
safety and accessibility of 
vehicular transportation systems 
will be covered by this category. 


a 


PUBLIC ROADS * WINTER * 1994 ) 
: 








Signs with poor retroreflectivity cannot be easily seen at night and in adverse weather conditions. 





Also included will be design, 
construction, and operational 
concepts for improved safety or 
accessibility of vehicular trans- 
portation systems, such as 
guidance and control systems, 
visibility and traction improve- 
ments, network operations, and 
monitoring and control systems. 


Note that Intelligent Vehicle- 
Highway Systems (IVHS) tech- 
nologies are not eligible for this 
program. IVHS technologies are 
specifically covered under IVHS 
programs administered by the 
Department of Transportation and 
other agencies; IVHS technologies 
will be referred to those programs. 


Application Process 


Proposals for T&E projects are 
invited from public agencies, 
private organizations, and indi- 
viduals. The proposed T&E 
projects must be incorporated into 
projects constructed on highways 
eligible for federal-aid funding. All 
proposals will be routed through 
HITEC, which will assist in plan- 
ning and implementing field tests 
and in developing evaluation plans 
for those proposals. Applications 
for testing will be accepted and 
evaluations will begin during fiscal 
year 1994. 

ART application requirements 
will be simple and straightforward 
to encourage the participation of 
private innovators who are 
unfamiliar with the highway 
market. Proposals will include a 
project plan, a detailed plan for 


PUBLIC ROADS * WINTER * 1994 








statistical data collection, a budget 
that includes itemized total and 
annual costs, and plans for dis- 
seminating the useful results of 
the project to the transportation 
community. 

Proposal applications for 
technology testing and evaluation 
and possible ART funding should 
be submitted directly to HITEC. 
Public agencies should refer to 
HITEC all parties offering new 
technologies. 


Cost-Sharing 


Funding for T&E project costs will 
be shared; the program will 
provide funds to state highway 
agencies to finance up to 
80 percent of the federal-aid cost 
to construct those new technolo- 
gies. The federal share can fund 
the acquisition, installation, or 
construction of an approved T&E 
project. Additionally, project costs 
for testing, data collection, evalua- 
tion, and report preparation are 
eligible for 100-percent ART 
Program funding. If the technol- 
ogy fails on an operating highway, 
repair or replacement costs may 
be financed with normal federal- 
aid matching funds. The non- 
federal share of funding can 
include the value of materials, 
equipment, specially trained 
workers, or other tangible contri- 
butions of goods and labor related 
to the project, as well as a mon- 
etary match. 

ART Program funding does not 
pay for the total cost of the 
construction. The program pays 





only the contract features and 
costs additional to or different 
from the features and costs 
associated exclusively with con- 
ventional projects or technologies. 
The ART guidelines refer to these 
as “delta costs’ and identify three 
basic categories of features that 
may generate such costs: 


e Replacement or substitute for a 
conventional technology. The 
delta costs would be the costs 
for the replacement or substitu- 
tion, minus the cost of the 
conventional technology. An 
example would be a new binder 
used as a substitute for asphalt 
or portland cement. 

e Existing technology that has 
been modified. The delta costs 
would be the costs of the 
additional technology and its 
incorporation into the project. 
An example would be the use 
of an asphalt modifier with the 
delta costs calculated as the cost 
of the modifier and the labor or 
equipment cost incurred in 
adding the modifier. If the 
modification also required an 
increase in preparation, han- 
dling, or placement costs over 
conventional costs, these in- 
creases would also be consid- 
ered delta costs and would be 
eligible for funding. 


e Entirely new technology added 


to a project. The delta costs in 
this category would be all of the 
costs for the new technology to 
be incorporated in the project, 
such as the installation of a 


Page 7 


system for heating a bridge deck 
or the installation of a cathodic 
protection system for a bridge 
structure. 


Note that delta costs do not 
include those costs normally 
associated with project construc- 
tion, unless they are unique to the 
new technology in cost and 
character. For instance, restriping 
surfaces after overlays or 
redecking in conjunction with the 
installation of a bridge deck 
heating system would not be 
included in delta costs; however, 
traffic control during construction 
might qualify if the duration of 
construction was increased be- 
cause of the incorporation of a 
new technology. 


Evaluation Plans 


If a technology requires a full- 
scale field T&E project, HITEC— 
working with the states—will assist 
applicants in developing and 
submitting evaluation plans for 
T&E projects to FHWA for possible 
ART Program funding. 


Reporting Requirements 


Annual progress reports will be 
required for each project during 
the third quarter of the calendar 
year. These reports will provide 
details about each project with 
statistical results and summaries of 
project activities, along with any 
proposed changes or modifications 
of the project plan. Both interim 
and final reports will be required. 
Final reports will document the 
project, the data collected, and the 
testing and evaluation results. 


Selection Process and 
Criteria 


HITEC will receive all proposal 
applications and will perform an 
initial screening to determine 
which are technically feasible as 
T&E projects. Incomplete or 
unacceptable applications will be 
returned with a debriefing; others 
may be routed to more appropri- 
ate federal programs. Standard 
processing for feasible proposals 
will include the establishment of a 
review panel, evaluation planning, 
and an applicant cost-sharing plan. 
HITEC will then recommend to 
FHWA those technologies to be 
tested and evaluated under the 


Page 8 





ART Program. 

Selection by FHWA will be 
based on the following eight 
criteria, which are listed in de- 
scending order of priority: 


1. Applicability of the project to 
one or more of the priority or 
general technologies. 

2. Timeliness of the proposed 
project as part of an approved 
and funded construction project 
involving new construction, 
rehabilitation, upgrading, or 
replacement. 

3. The clarity of focus and applica- 
bility of the new technology 
being evaluated relative to the 
areas of need. 

4. The level of funding to be 
provided by the applicant. 

5. The appropriateness of project 
costs and budget to the potential 
return on investment in terms 
of safety, serviceability, produc- 
tivity, durability, economy, and 
environmental quality. 

6. Completeness and technical 
quality of the project plan and 
design. 

7. Suitability of the proposed 
location(s) for the technology 
being studied. 

8. Quality, clarity, comprehensive- 
ness, and applicability of the 
proposed technology transfer 
program. 


Post-Selection 


FHWA will announce which T&E 
projects have been selected for 
funding under the ART Program 
early in the first quarter of each 
fiscal year. FHWA will notify the 
states of the approved project(s) 
and the funding amount(s). The 
states will be requested to develop 
plans, specifications, and estimates 
for project construction, which 
will be the basis for the allocation 
of federal funds. Funding of the 
approved projects will be through 
the normal federal-aid procedures, 
and funding will be processed 
through FHWA field offices. 


Summary 


As detailed in the ART guidelines, 
T&E projects routed through 
HITEC will provide the funding 
and technical assistance needed to 
channel innovative technologies 
quickly into the highway system. 
The ART Program has the 


potential to improve the quality of 
US. highways significantly by 
matching, testing, and evaluating 
technologies and projects to 
accelerate the use of innovative 
technologies on a national scale. 


For more information about 

this program, please contact 
Richard A. McComb at the Office 
of Technology Applications 
(HTA-2), (202) 366-2792. 


Richard A. McComb is a special 
assistant to the director of the 
Office of Technology Applications 
(OTA). McComb manages the 
Applied Research and Technology 
Program. A career highway 
engineer with FHWA, McComb 
headed the Strategic Highway 
Research Program (SHRP) Imple- 
mentation Staff upon the creation 
of OTA in 1990. In that capacity, he 
coordinated and planned a na- 
tional and international marketing 
program to identify, develop, and 
promote adoption of innovative 
technologies and products from 
SHRP. He was chief of the Engi- 
neering and Operations Implemen- 
tation Division at the Turner- 
Fairbank Highway Research 
Center in McLean, Va. from 1987 
to 1990. From 1985 to 1987, he was 
assigned as loaned staff to the 
SHRP. McComb received his 
bachelor’s and master’s degrees in 
civil engineering from the Univer- 
sity of Connecticut. 


Daniel F. Larson is transporta- 
tion programs director at Tonya, 
Inc, a consulting firm that pro- 
vides full program support to 
FHWA for the Applied Research 
and Technology Program. Mr. 
Larson has more than 20 years of 
experience managing technical 
programs for such clients as the 
Federal Judiciary, the Federal 
Aviation Administration, AT&T, 
Baxter International, and the US. 
Department of Commerce. He was 
a study director and operations 
analyst at the Pentagon and he 
directed a government command 
and control center. He received his 
bachelor’s degree from the US. Air 
Force Academy and his master’s 
degree from the University of 
Rochester. 


PUBLIC ROADS * WINTER * 1994 


a i ar a 


Oo 6 egg ae 





Overcoming 
Roadblocks to 








HIGHWAY INNOVATIVE TECHNOLOGY EVALUATION CENTER 





by Louis Colucci 
and Robert Bryant 


The Highway Innovative Technol- 
ogy Evaluation Center (HITEC), 
established in 1992 to serve as a 
nationally recognized service 
center and clearinghouse for 
evaluating innovative highway 
technologies, opened for business 
on January 4, 1994. 

The official grand opening 
ceremony was conducted on 
February 10. Congressman Norman 
Mineta (D-Calif.), chairman of the 
House Committee on Public 
Works and Transportation, and 
Federal Highway Administrator 
Rodney E. Slater were invited to 
participate. Congressman Mineta 
presented the keynote remarks at 
the 1992 workshop on highway 
innovation from which the HITEC 
concept was born. 

At the inaugural meeting of the 
HITEC Executive Committee on 
_ May 12, 1993, Jane F. Garvey, 
deputy administrator of the 
Federal Highway Administration 
(FHWA), called HITEC “the key to 
restarting the engine of innova- 
tion.” She also said, “It is a wonder- 
ful way to expedite the implemen- 
tation of new technology into our 
highway system. Although an 
enormous undertaking, HITEC is 
crucial to the future of our high- 
ways. At no other time in history 
has the need for innovation in 
highways been greater. We must 
continue to seek ways to provide 








Page 9 


PUBLIC ROADS * WINTER * 1994 


UOLIDPUNO GIAVASAY Fulsaaursuyq 1019 





a better product using fewer 
resources.” 

HITEC serves as a focal point 
for evaluating new technologies 
from both the public and private 
sectors and also serves to expedite 
the transfer of these new tech- 
nologies into operating practice. 
Technologies evaluated by HITEC 
might include a new material to 
extend pavement life, a new piece 
of construction equipment, a new 
maintenance process, or a new 
bridge design feature. 

HITEC will accept only those 
technologies (products, tools, and 
processes) for which research has 
been essentially completed and 
there are prototypes ready for 
adoption and for which there are 
no established standards or 
specifications. Where more re- 
search is needed, cases will be 
referred to existing programs such 
as the Small Business Innovation 
Research Program and the 
National Cooperative Highway 
Research Program (NCHRP) 
Innovations Deserving Explor- 
atory Analysis IDEA) program. 
Where standard technical accep- 
tance already exists, cases will be 
referred to programs such as the 
National Transportation Product 
Evaluation Program of the Ameri- 
can Association of State Highway 
and Transportation Officials 
(AASHTO) for comparative 
performance testing. 

HITEC will help tear down 
some of the roadblocks to innova- 
tion in highway projects. 

Harvey M. Bernstein, president 
of the Civil Engineering Research 
Foundation (CERF), and J. Peter 
Kissinger, director of Highway 
Innovative Research for CERF 
explained some of these road- 
blocks in an article that was 
published by the Construction 
Business Review. “Presently, if an 
entrepreneur or manufacturer 
decides to develop a product for 
the US. highway system, the road 
to the marketplace is pitted with 
detours and roadblocks. The odds 
against getting the product consid- 
ered and adopted by all the state 


and local jurisdictions is staggering. 


In fact, the more you know about 
the diverse design and construc- 
tion industry, the less willing 

you will be to tackle the pro- 
duct acceptance process. The 


Page 10 


ts 


institutional barriers are too 
numerous, the market too frag- 
mented, the level of reviews and 
approvals too diverse, and the 
return on investment too small ... 
“Unfortunately, the design and 
construction industry, which must 
play a key role in rebuilding our 
deteriorating infrastructure, has 
reached a point in a litigious 
society where the uncertainty of 
product liability charges and least- 
cost contracts result in low risk 
designs rewarding practitioners for 
stability rather than innovation.” 
The benefits of HITEC include: 


e Innovators can more quickly 
and easily get peer review of 
their products and access to the 
agencies. 


e The agencies derive savings 
from use of the new products. 

e The agencies can reduce their 
product acceptance committees 
and associated testing. 

e The concept brings the users 
together to share information. 
This is already in evidence in 
AASHTO’s newly formed 
National Transportation Product 
Evaluation Program that is 
establishing regional testing 
centers for comparative perfor- 
mance testing of materials, such 
as traffic paints. 

e The HITEC concept builds on 
the experiences of similar 
programs underway in Canada, 
France, and other countries. 

e The concept establishes a 
partnering relationship with 
industry. 


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Applications Accepted 


3| Evaluation Teams Assembled 


yeluieintort Criteria and | 


Plan Approved __ 


Report Prepared 
‘Review with Applicant — 


Favorable Unfavorable 


Report — 
9| Distributed | 9 


HITEC is administered and 
coordinated by CERF, part of the 
American Society of Civil Engi- 
neers, and will be partially funded 
initially under a four-year coopera- 
tive agreement between CERF and 
FHWA. HITEC is guided by an 
executive committee that includes 
public and private leaders of the 
highway community. The HITEC 
concept has already been suggest- 
ed for establishing similar pro- 
grams in the environmental and 
high-rise building technologies. 

Although HITEC has a national 
focus, it is not a federal program. 
HITEC’s goal is to become self- 
supporting. HITEC will charge fees 
for both the application process 
and evaluation plan development. 
These are funded by the applicant. 
It is expected that the initial 
screening fee will be less than 
$5,000, with the initial evaluation 
plan costing $20,000. The actual 
field or laboratory evaluation costs 
may well range from $100,000 to 
$1 million; the higher end of the 
range will be the exception. 

Substantial assistance is ex- 
pected from the private sector. 
When appropriate, funds from 
government programs, such as 
Section 6005 of the Intermodal 
Surface Transportation Efficiency 
Act of 1991, will also be used. The 


PUBLIC ROADS * WINTER * 1994 


Process 





goal of HITEC is to build new 
alliances and consortia between 
government at all levels, private 
industry, research facilities, and 
other key elements of the high- 
way community. 

Innovators, private companies, 
and public entities with new 
products and services will work 
with technical panels organized by 
HITEC to plan and implement the 
necessary real-world evaluations 
to demonstrate to the highway 
user community how the product 
or service performs, where it 
would be applicable, and what 
benefits it will provide if used. 

After the evaluation process is 
completed on each technology, the 
technical evaluation team with the 
HITEC staff will prepare a report. 
If the report is favorable—the 
product or process meets the 
technical requirements of the 
evaluation plan—then the report 
will be issued for public use. It is 
hoped that the favorable report 
will lead to: 


e Rapid adoption of the technol- 
ogy by highway agencies. 

e Enhanced product acceptance 
by the highway community. 

e Further marketing by the 
applicant promoting technical 
acceptance. 


The favorable report by HITEC 
is not an endorsement; it is a 
consensus of technical acceptance 
and integrity as claimed by the 
developer. 

Unfavorable reports will not be 
released to the public. They will 
be reviewed confidentially by the 
technical team and HITEC staff 
with the applicant for further 
development, refinement, or 
action on the technology. 

As stated by Bernstein and 
Kissinger, “By encouraging our 
industry and federal government 
to support and contribute to the 
establishment of nationally 
accepted test centers for innova- 
tion, we can open many of the 
doors blocking our path to the 
marketplace. We can establish a 
process for demonstrating the 
value of innovation nationwide, 
and thus foster the implementa- 
tion of new materials, products, 
and methods, while simulta- 
neously improving the global 
competitive position of our 
nation.” 


For more information on 
HITEC, please contact: 


Mr. J. Peter Kissinger 

Director, Highway Innovative 
Research 

Civil Engineering Research 
Foundation 

1015 15th Street N.W, Suite 600 
Washington, D.C. 20005 
Phone: (202) 842-0555 

Fax: (202) 789-2943 


Louis Colucci is a research 
engineer in the Office of Ad- 
vanced Research, Office of the 
(FHWA) Associate Administrator 
for Research and Development, at 
the Turner-Fairbank Highway 
Research Center in McLean, Va. 


Robert Bryant is the editor of 
Public Roads. He is employed by 
Walcoff and Associates as the 
project manager of an editorial 
support team in the FHWA’s 
Office of Research and Develop- 
ment Operations and Support at 
the Turner-Fairbank Highway 
Research Center. 


Page 11 





Modeling of Geotextiles and Other Membranes in 
the Prevention of Reflection Cracking in 





by Luis F. Da Silva 
and Juan A. Confré 





Abstract 


An analytic study on the use of 
membranes in asphaltic resurfac- 
ing of fractured pavements is 
presented in this article. Based on 
general laws such as Hooke’s Law, 
Paris’ Law, and the energy conser- 
vation law plus some reasonable 
hypotheses, the Fabric Effective- 
ness Factor (FEF) has been deter- 
mined. This factor indicates the 
increment in the service life of an 
asphaltic overlay. According to the 
results obtained, it is possible to 
conclude that geotextiles are 
physically the best membranes, 
followed by the wire mesh and 
some other alternatives. The 
results are general and provide a 
framework for future research 
(both theoretical and in the 
laboratory) on road service life 
related to thermal and traffic 
loading distresses. 


Introduction 


Asphaltic resurfacing is a way of 
rehabilitating deteriorated and 
fractured roads, providing a partial 
solution based mainly on eco- 
nomic considerations. Neverthe- 
less, this solution is restrained, 
among other secondary factors, by 
the premature emergence of 


cracks on the new layer surface, as 


a consequence of reflection 
cracking from the original pave- 
ment. 

Many different methods have 
been tried in order to prevent or 


delay this reflection. An attempt to 


delay the emergence of these 
cracks has also been made by 
incorporating such elements as 
geotextiles between the old 
pavement and the new layer. 
Whether the geotextile delays 
crack propagation or not has been 
a matter of divided opinion. 
Nevertheless, our interest in doing 


research on it was originally based 


Page 12 





Asphaltic Resurfacing 


upon some successful experimen- 
tation developed in Chile (more 
specifically on the “El Cobre” 
Road), where excellent results 
have been obtained. Although its 
application is not that extensive 
yet in the country, new research 
on the subject is currently being 
conducted. (D Some successful 
experiences in the United States 
also influenced our interest. 

This theoretical study on the 
use of membranes for the preven- 
tion of reflection cracking in 
asphaltic resurfacing provides a 
theoretical framework for future 
research and gives credence to 
current empirical recommenda- 
tions. Although approximate, its 
results are considered fairly 
acceptable; their interpretations 
will be given general treatment, 
focusing the analysis on the 
tendencies found. 


Geotextiles in 
Pavements 


A geotextile is defined as a syn- 
thetic permeable membrane, 
especially built for different uses 
related to soil engineering and 
whose materials belong to the 
great diversity of products manu- 
factured by the polymer industry. 

Geotextile influence on long- 
term behavior of asphaltic over- 
lays, along with the asphalt 


reinforcement effect, constitute a 
complex mechanism that depends 
on the “geotextile-asphalt-impreg- 
nation-pavement structure-manu- 
facturing” system. This mechanism 
should by no means be related 
only to the tensile strength of the 
geotextile. 

In time, asphalt concrete roads 
will be exposed to cracking 
caused by temperature, asphalt 
aging, rutting, and flexural fatigue. 
In the resurfacing case, reflection 
cracking is also to be considered. 
This reflection is reduced and 
delayed by the seal and reinforce- 
ment properties of the geotextile 
considered. First, when saturated 
with asphaltic impregnation 
material, it forms an impermeable 
barrier that prevents water from 
reaching lower levels of the road; 
then, it dissipates stresses at each 
point. Requirements with which 
non-woven geotextiles must 
comply are indicated in table 1. 


Theoretical Analysis of 
Traffic Loads 


In order to elaborate the best 
possible theoretical model that 
simulates vertical crack propaga- 
tion to an asphaltic overlay, the 
analysis is based upon two prin- 
ciples: crack propagation due to 
the transmission of traffic loads 
and crack propagation due to 


Table i—Geotextile Requirements 


WEIGHT 
TENSILE STRENGTH 


MAXIMUM STRAIN 


SATURATION 


FUSION 


ASTM D-3776 


TASK FORCE 25 MET-1 


ASTM D-276 


1.99 - 2.27 


81.4 


TASK FORCE 25 MET-1 
ASTM D-4632 


TASK FORCE 25 MET-8 
IST 180.8 - 84 





PUBLIC ROADS * WINTER ¢ 1994 


Se ee 


a 





temperature variations. Consider- 
ation is also given to concepts and 
hypotheses leading to acceptable 
results when compared to those 


obtained through experimentation. 


Pavement strength depends not 
only on maximum loads, but also 
on their frequency of occurrence. 
As for the effects due to traffic, 
this is a key aspect when it comes 
to loading trucks; it is under this 
point that the analysis of pave- 
ment design is conducted. 

Fatigue law relates stress levels 
to the number of cycles required 
to produce an asphaltic overlay 
failure, assuming the rest of the 
variables are constant. This law 
can be expressed in the form: 


N =ao? 


where N is the number of times 
the load is repeated, o is the 
maximum loading stress, and a, b 
are experimental parameters. (2) 
Nevertheless, the system to be 
analyzed includes an asphaltic 
overlay on an even sealed frac- 
tured pavement. In addition, the 
analysis should rest mainly upon 
the crack propagation itself from 
the rigid pavement to the surface. 
Therefore, under this concept of 
fatigue of the material, it is neces- 
sary to introduce the parameter f 
of propagation of the crack to the 
surface, whose equation is: 


ces Con 

dN 

the so-called Paris’ law, indicating 
how much a fracture propagates 
per repeated load to produce such 
an increment. Analogously, C and 
m are parameters. (3) 

This criterion of resurfacing 
break will be defined at the time 
- the crack reaches the surface. Due 
to the fact that this analysis deals 
essentially with the reflection 
phenomenon, it is necessary to say 
that it only considers upwards 
reflection cracking coming from a 
fractured concrete pavement. 

The duration of the acting load 
caused by a moving vehicle at a 
point in the fractured zone is 
indeed very short, just fractions 
of a second; besides, the load 
suffers a dispersion as it moves 
downwards in the material. The 


PUBLIC ROADS * WINTER * 1994 


/ 
1] Flexible 
=— zone 


Membrane 


9 i) 
Concrete ©) 
2 
10) 


te) 
CO oe 





Figure 1—Possible mechanism for 
crack propogation delay due to a 
membrane layer. 





resulting deflection could be 
considered “elastic.” For preventing 
crack propagation, some reinforce- 
ment elements (eg. a geotextile) 
are incorporated into the system 
before applying the new layer. 
Avoiding reflection cracking is 
actually not possible, but an 
attempt can be made to delay 
such propagation. Thereby, a 
longer service life can be attained. 
The membrane stuffs the small 
space between the two concrete 
blocks and spreads the motion in 
the zone through a wide enough 
section of the upper layer so the 
deformation can be absorbed, thus 
reducing fatigue. (See figure 1.) (4) 

If a load P is applied, a normal 
distribution of stresses S7(x,z) is 
verified at a given point of the 
membrane incorporated into the 
system, with: 


mere ey?) = exp mete, 
zV2nv 2vz? 


this relationship makes a normal 
distribution of P, and the standard 
deviation is given by z,/y, with v 
representing Poisson’s coefficient. 
P is the load produced by the 


SKz (X,Z) 





Figure 2—Normal distribution of 
forces. 





Figure 3—Equilibrium of forces in 
the membrane. 





wheel, and its dimensions are 
force per unit width. (See figure 
2.) 

Assuming that materials behave 
as an isotropic homogenous mean, 
and also that traffic-loading 
distress produces small deforma- 
tions within elastic limits, the 
following system of forces can be 
written with a general equation 
(according to figure 3): 


d?w 


dx? 





TH + re9{ +K ,w(x) = S, (x,z) 


(1) 


where: T(x) = T1(x) + T2(x), 
T1Cx) = Fi « (Sz(@x,z) + P+ Z J, 
superior tangential stress; 


T2Cx) = F2 * [Ks * wGqz) + T+ Z], 
inferior tangential stress, 


where I is the specific weight of 
the asphaltic mix; Z is the thick- 
ness of the asphaltic overlay; and 
Fi, F2 are friction factors. The third 
term in equation (1) corresponds 
to an equation given by Winkler’s 
modulus, where w(x) is the 





Figure 4—Balance of energy on top 
of the crack. 





Page 13 





deflection at each point and Ks 
represents the reaction. The 
solution to this differential equa- 
tion must comply with the condi- 
tion of deformation compatibility. 
In general, and as a conse- 
quence of vertical displacements 
suffered by the concrete pave- 
ment, this layer will derive the 
flexure produced by traffic 
loading to the overlay pavement, 
thus propagating the crack to the 
surface. Through energetic consid- 
erations, it is possible to state the 
following differential equation: 


G-df=dV—dU 


where, by definition, G + df equals 
the work done by the splitting 
force G of a crack in a structure 
for a small propagation df (see 
figure 4); V is the work done by 
the external forces; and, U is the 
internal energy of the structure. 
(3) 

According to Paris’ law, men- 
tioned above, it is possible to 
associate the increment in the 
differential df to the passing of a 
wheel by a fractured zone. The 
equation takes the form: 


—=cG"™ 


dN 


rearranging this equation we get: 


df 
Se INN 
Gm = 0) 


fo 


Thus, evaluating and regroup- 
ing constant terms in C, we obtain 
the equation: 


N = ———____ 
C (m+)DT,™ (2) 


Study with Membrane 


When considering an overlay with 
the incorporation of such a 
membrane that leads to a prolon- 
gation of the service life, we 
would expect a greater loading 
frequency in order to reach the 
failure, that is, N (w/memb.) > N 
(wo/memb.). This could be 
possible through a reduction of 
the propagation force G, produced 


Page 14 


ste 


because of the work exerted by 
the external forces. The incorpora- 
tion of a membrane such as a 
geotextile or a similar fabric 
ensures that the asphaltic overlay 
will be less loaded, owing to a 
greater elasticity supplied by the 
membrane. 

Analogously, as done with 
equation (2), we get an equation 
that includes the membrane 
through its thickness hg, and 
presents an expected maximum 
stress To of smaller magnitude. 
Using N2 and To2 for the new 
situation with membrane, we 
have: 


AC) oe 
*~ Cm + DT p™ 
3) 


Assigning Nj to the original 
system without membrane, and 
considering hg=0 for case 1, from 
(2) and (3) we get the quotient: 


New Z+h, ee Tot\a 
Nel aye 





Ni/N2 represents how much the 
service life of an asphaltic resur- 
face is prolonged by the incorpo- 
ration of a membrane as a rein- 
forcement element in order to 
control crack propagation pro- 
duced by truck loadings. This 
quotient is actually the fabric 
effectiveness factor (FEF), supplied 
by manufacturers. (5) Neverthe- 
less, the determination of FEF 
varies according to geometrical 
and loading conditions, presenting 
geotextile-different responses. 

It is necessary to say that the 
above equations are theoretical; 
parameters C and m are experi- 
mentally obtained by means of 
correlations between several 
loading tests that measure their 
corresponding cycles and loads. 
We assume that for both cases, 
coefficient C is of a similar order 
of magnitude. Likewise, it is 
possible to regroup exponent m, 
obtaining a much more sensitive 
parameter in equation (4), which 
implicitly depends upon the 
characteristics of the material for 
the respective loading state. (3) 


Distress produced by significant 
thermal variations is another 
important factor that affects 
pavements. These variations are 
cyclical, depending upon the 
maximum and minimum daily 
temperatures. The purpose of this 
analysis is to make it more conve- 
nient to consider daily, rather than 
yearly, temperature variations. 
This is the cycle that reduces 
service life of the pavement, 
having greater influence on crack 
propagation. 

Since we are studying an 
asphaltic overlay on the tip of an 


Mode | Mode II Mode III 


Shear Torsion 


Opening 





Figure 5—Modeling with Mode I. 


existing rigid pavement, consider- 
ation must be given to the fact 
that the response of each of these 
materials to thermal distress will 
be different. That is, when a 
pavement layer is subjected to 
these stresses, it tends to expand 
and contract at high and low 
temperatures, respectively. There- 
fore, an incompatibility between 
the deformation of the old pave- 
ment and the asphaltic overlay 
movement will occur. 

For the effect of modeling the 
propagation, cracks in solids may 
be taken as discrete surfaces under 
a displacement field. In the case of 
flat cracks, potential displacements 
of these surfaces are given by 
three independent fracturing 
modes. (See figure 5.) When 





Figure 6—Stress on top of the crack 
diagrams for plane deformations. 





PUBLIC ROADS * WINTER * 1994 





analyzing upward vertical crack 
propagations, as in this study, the 
most suitable fracturing mode is 
Mode I, opening. (6) More explic- 
itly, when the concrete layer 
contracts—producing cracks—a 
slipping plane that stresses the 
asphaltic mix is generated in the 
interface of the two layers, induc- 
ing the reflection. 

One of the equations proposed 
for Mode I to relate displacements 
to stresses, outlined according to 
the reference system shown in 
figure 6, is given by the analytic 
equation: 


1 


Hokie fo 7% 
e= rae sin(6 / 2k —HCOS 6] 
2) 


where K is the parameter that 
depends on loading (tensile 
intensity factor); e is the displace- 
ment normal to the direction of 
the crack (width of the transversal 
crack); Go is the tensile modulus 
(Go = E/201 + V)); E is the elasticity 
modulus; V is Poisson’s Coefficient; 
f, 6 are the ratio and the angle in 
polar coordinates, respectively; 
and k = 3 - 4v, is the flat deforma- 
tion state. (3) 

Pavement temperature is depth- 
dependent: the deeper, the lower 
(Thomlinson’s criterion). This 
characteristic is represented by: 


T(z) = Ts * exp(-Ta ° Z) 
(6) 


where Ts is the temperature at the 
surface level; Ta is the coefficient 
dependent on thermal diffusive- 
ness; and z is the depth at which 


Asphaltic layer 


Concrete T(Z)=To+exp(Td+Z) 


Figure 7—Thermic stress 
distribution. 


temperature is T(z). (See figure 7.) 
The tensile intensity factor is 
calculated from equation (5), 


PUBLIC ROADS * WINTER * 1994 





where propagation occurs verti- 
cally, that is, when 6 = x (propaga- 
tion angle is measured in relation 
to the propagation ratio). The 
general equation for this particular 
case takes the form: 


1 
wylo alee Jp 
Go 2n 


(7) 


The space e does not depend 
on the height of the crack. Never- 
theless, it is proportional to the 
temperature variation on the 
plane at depth z. Rearranging, 
from (6) and (7) we get: 


1 
y Gaye Gr) 
K=AeT, eexp(T, ¢Z) Wa-w (= 
Using Paris’ law for the case of 
a thermal distress, we have: 


ET caacibarsinct 
aN ee (8K) 


Under the boundary conditions 
stated above, we can obtain: 


eexp(-m eT, ¢z)ezotm/ 


(8) 


1 
ae Bd +m/2) 


where 





_ Go 
B=Ce(A 5T 1-V) 


m 
From this equation, it is possible 
to conclude that the time to reach 
failure is proportional to two 
terms, both depending on thick- 


Asphaltic layer 


Memorane 


Concrete 





Figure 8—Modeling with equivalent 
membrane. 





ness Z, from which the exponen- 
tial term exp(-m-+Tu*z) represents 
the gravitation of the thermal 
protection. 


A composed configuration that 
can be modeled by the following 
equation is shown in figure 8: 


€qg =Aq 0 ST eexpCTag ¢ Z;) 
(9) 


where eg represents the opening 
of the crack the propagation will 
develop when trespassing a 
membrane-overlay system whose 
thickness is determined by a 
multilayer system; Z; is the overall 
thickness of this multilayer 
system, Aq is the equivalent 
proportionality coefficient; Taq is a 
factor that depends on the thermal 
diffusiveness of both materials; 
and 8T is the temperature differ- 
ence that for all subsequent 
calculations will be considered 
constant and equal to 40 °C. 

Considering a multilayer model, 
we have: 


Zr =Z+ hg 
ZeTy +hg eTug 


(0) 


Ag = (Ag A) 


where hg is the thickness of the 
membrane, Idg is the thermal 
diffusiveness of the membrane, 
and Ag is the proportionality 
coefficient for the corresponding 
membrane. 

If we want N to increase in 
equation (8) with the incorpora- 
tion of the geotextile, then we 
must have: 


(11) 


ie, Ag<A, which is true if eq=e ° f, 
with: 


i 


ee ae 


,|ex leh) 


According to the proposed 
hypotheses, the condition propor- 
tionality that coefficient A must 
comply with to prolong the 
service life is valid. 


Page 15 


Using equations (8) and (10) for 
the cases with and without 
membrane, the following quotient 
is obtained: 

N, +h 
N, -( Z 


8 





te 


3 Zz 
| e exp(h,Ty,em) | 


2 |> 


(12) 


Equation (12) allows quantifica- 
tion of the increment in the 
number of loading cycles—hence, 
of the service life—needed by the 
reflective crack coming from the 
concrete pavement in order to 
reach the surface of the asphaltic 
overlay. This equation gives the 
prolongation of the service life as 
a function of the thermal diffu- 
siveness of the membrane; the 
thickness of the membrane; the 
thickness of the asphaltic overlay; 
exponent m and experimental 
parameter characteristics of 
bituminous materials; and coeffi- 
cient A, obtained for each material. 

In addition, this quotient 
defines parameter FEF for the case 
of thermal distress, and is com- 
posed by three terms, the first two 
presenting a greater gravitation on 
the value of FEF: first, a relation- 
ship between coefficient A; 
second, an exponential term that is 
a function of parameter Tq (de- 
pending on the thermal diffusive- 
ness of the membrane constitutive 
material); and third, a term whose 
components are comparable in 
magnitude, having thus a lesser 
gravitation. 


Equivalent Membrane 


The porous nature of a non- 
woven membrane allows its elastic 
properties to be affected by the 
retention of asphaltic mix, forming 
an asphalt-membrane system that 
generates an equivalent mem- 
brane. At depth Z from the 
surface, there is a plane whose 
elastic properties are affected by 
the presence of a polymer fabric 
or some other material. Hence, an 
elasticity modulus o wing either to 
the incorporation of a membrane 
impregnated with asphalt or to 
the intrusion of asphaltic mix, 
depending on the case, is to be 
considered when modeling. 

This effect leads to an equiva- 
lent elasticity modulus, given by 
the equation: 


Page 16 





Eq (MEMEQ) = 0: Ea + 8° Em 


where Eg represents the term 
corresponding to the equivalent 
elasticity modulus; Ea corresponds 
to the stiffness of the asphalt in 
the mix, depending on loading 
frequency, temperature of applica- 
tion, penetration index, and 
temperature at penetration 800 
(Van der Poel); and Em corre- 
sponds to the value of the mem- 
brane elasticity modulus that 
shows a linear behavior and is 
determined by the tensile fatigue 
and the corresponding strain. 

The equivalent membrane is 
indeed a membrane that suffers 
less stress under the same defor- 
mation. o and & are interpreted as 
the ratio between the volume of 
the material and the total volume; 
their determination is obtained 
from the percentage of asphalt 
retention in the membrane, given 
that the areas are directly propor- 
tional to the part of the volume 
occupied by the material. 

From the equations obtained in 
the previous chapters, it is possible 
to implement a model where both 
events interact, under equal initial 
conditions, in a cracked concrete 
layer covered by an asphaltic 
overlay. The methodology to be 
followed consists of the determina- 
tion of FEF, ie. the increment in 
the number of loading and tem- 
perature distresses that will affect 
an asphaltic overlay. 

The final results are expressed 
in terms of the increment pro- 
duced by the incorporation of a 
membrane in the loading cycle 
necessary to reach the failure; for 
this, we have to compare the 
systems with and without mem- 
brane, respectively. 

The model simulates a fake 
membrane whose material is an 
asphaltic mix; its thickness is the 
same as that of the equivalent 
membrane for the woven type, 
with which it will be compared 
by means of quotients. 


Parameters 


To operate, the model requires all 
the data related to properties of 
materials and to the geometry of 
the system under consideration. 
To this end, we use the data 
contained in the different catalogs 
available for membranes like 


geotextiles, and other materials 
like iron or polyester-woven 
structures. Nevertheless, in the 
case of burlap, and due to the lack 
of information on its properties, 
data on geotextiles of low-tensile 
strength and smaller thickness are 
used. 


e Burlap: The information used 
for this material is based on 
geotextile BIDIM type U14: 
tensile strength of 28 lb/in 
(4.91 kN/m), elongation 40 
percent. (7) 

e Geotextile: A geotextile BIDIM 
type OP-30 is used: maximum 
stress of 11430 lbf/in (20 kN/m), 
elongation 30 percent, retention 
30 percent. (10) 

e Wire mesh: This is composed of 
iron 37-24 of 0.17 in (42 mm) 
diameter. The screen corre- 
sponds to an iron wire net 
welded at the intersection points 
every 100 mm. 

e Polyester-woven structure: Type 
6030 ARMAPAL, fiber glass, a 
tensile strength of 342.12 Ib/in 
(60 kN/m), elongation 12 per- 
cent, and a thickness of 0.08 in 


(2.0 mm). (8) 


Table 2 indicates the parameters 
used in the model, where Ag is the 
proportionality constant between 
the width of the base of the crack 
and the temperature on the plane 
containing the vent of the crack, 
and gamma is the parameter that 
depends on thermal diffusiveness. 


Discussion and 
Conclusions 


In drawing the conclusions, we 
must stress the fact that the 
methodology used is based upon 
an analytic formulation, whose 
hypotheses are associated with the 
widely accepted elasticity theory 
and the fatigue laws. 

First of all, the simulation 
established that the deflection 
produced by temporary loads 
generates similar results to those 
obtained through the use of a 
deflectometer in a currently active 
highway. This fact allows the 
attainment of good approxima- 
tions in the calculation of real 
stresses. 

It is possible to prove that the 
stresses under the asphaltic layer 
decrease as a consequence of a 


PUBLIC ROADS * WINTER * 1994 











Table 2—Membranes Physical and Mechanical Property 


PROPERTY BURLAP GEO- WIRE NET | POLYESTER 
TEXTILE NET 


THICKNESS [in] 


TENSILE 


STRENGTH [lIb/in] 


PARAMETER [1/in] 


PROPORTIONAL 
COEFFICIENT “Ag” 


ELASTICITY [lb/in] 


larger loading action area. Hence, 
the normal distribution used 
represents a good approximation. 

The incorporation of a mem- 
brane, such as a geotextile, pro- 
vides a greater elasticity on the 
plane of stress located under the 
asphaltic overlay. This fact should 
be interpreted as an element that 
arrests distresses by modifying the 
elasticity modulus of the asphaltic 
material. 

A geotextile does not provide a 
greater strength to the system, but 
rather a greater flexibility in the 
cracked zone by reducing the 
stresses, generating a smaller 
vertical propagation force. 

Geotextiles do not allow control 
over deflections, but their smaller 
elasticity modulus lets them work 
at a smaller stress. 

Figure 9 of stress v/s thickness 
shows that for thicknesses greater 
than 3.94 in (0 cm), the incorpora- 
tion of a geotextile has no gravita- 
tion. The effectiveness of these 
elements in reducing stresses 
becomes apparent in overlays 


1. Without Geotextile 
2. With Geotextile 


ASPHALTIC (IN) 





Figure 9—Tension v/s thickness; 
geotextile; concrete paving 7.87 [in]; 
equivalent axis 18.000 [Ib]; 
C.B.R.=40%. 


0.08 


342.13 


0.06 0.85 


5.28 E-04 7.37 E-04 


492,860.0 2,794.0 





whose thicknesses are between 
1.57 and 2.76 in (4 and 7 cm), It is 
also possible to prove that the 
thicker the overlay, the greater the 
prolongation of the service life. 

To obtain a mixed material 
formed by bitumen and polymer, 
supplied by a geotextile, a concept 
of equivalent membrane was 
defined, corresponding to a 
membrane with retained bitumi- 
nous material, which in the case 
of geotextiles is determined by the 
absorption parameter. 

The fabric absorption param- 
eter is associated with the reten- 
tion capacity, conforming an 
impermeable membrane whose 
elastic property allows a greater 
flexibility under a reduction of 
stresses. 

The compatibility between 
absorption and elasticity proper- 
ties must be in equilibrium with 
the amount of bitumen contained 
in the membrane. Figure 10 tells 
that the elasticity supplied by the 
model increases the fabric effec- 
tiveness factor (FEF) of the 


Absorption 


Elasticity 


20 40 60 80 
% VOL. OF BITUMEN IN EQUIV. MEMBRANE 





Figure 10—Impregnation; curve of 
elasticity determined by the model in 
the equivalent membrane. 











PUBLIC ROADS * WINTER * 1994 





ASPHALTIC RESURFACING (in) 
HH Geotextile @E Wire net 


38: Polyester net 382 Burlap 





Figure 11—FEF variation v/s 
asphaltic thickness; different types 
of materials; propagation 
temperature delay. 














2.78 3.94 
ASPHALTIC RESURFACING (in) 


GB Wire net 


@ Geotextile 
#2 Polyester net #2 Burlap 
Figure 12—FEF variation v/s 
asphaltic thickness; different types 
of materials; propagation traffic 
delay. 





resurfacing, and it is a function of 
the amount of bitumen; the 
membrane is saturated, reducing 
its effectiveness. Nevertheless, 
there is the limitation represented 
by the retention of bitumen; the 
effectiveness factor grows as the 
retention capacity increases. (9) 
For smaller absorption percent- 
ages, FEF goes down due to a low 
irrigation. 

The result of this analysis 
confirms an optimum absorption 
value of about 30 percent, imply- 
ing a saturation amount of 
13 x 104 gal/in? (0.9 L/m?) for a 
geotextile-type membrane, accord- 
ing to recommendations by Task 
Force 25. 

It is important to state that only 
a good manufacturing process will 
allow an optimum outcome, since 
the goal of attaining an impreg- 
nated membrane that complies 
with the mentioned specifications 
requires a proper execution. One 
technique consists of using a road- 
roller when the tack coat is 


Page 17 





applied, allowing saturation of the 
membrane. 

On the other hand, from figures 
11 and 12, we can infer that for the 
same distresses, the greater the 
thickness of the asphaltic overlay, 
the smaller the value of FEF; this 
fact re-stresses the importance of 
membranes for thinner layers. 

We must take into account that 
for more elastic materials, that is, 
polyester screens (polyester- 
woven) and geotextiles, the value 
found for FEF is a consequence of 


Rigid zone | 








45.235 35.204 104.924 309.002 
ELASTICITY EQUIV. MEMBRANE (Ib/in2) 


=< Traffic load —<— Temperature 


Figure 13—FEF variation with 
elasticity; behavior in flexible-rigid 
range; temperature and loading 
effects; bitumen elasticity for 
different types of membranes. 





the greater flexibility developed in 
the interlayer, which is indicated 
in figure 13. In contrast, for a wire 
mesh whose elasticity modulus is 
high, the FEF obtained is associ- 
ated with the greater strength 
produced by a greater stiffness 
supplied to the system by the iron 
material. 

According to the general results 
obtained, it is possible to conclude 
that the geotextile is physically 
the best membrane, reaching the 
greater increment in the service 
life due to traffic loading, followed 
by the wire mesh, the woven 
structure, and, finally, the sack- 
cloth. 

It is important to state that the 
prolongation of the service life 
through the incorporation of a 


Page 18 





geotextile would theoretically 
indicate a global amplification of 
four times. Nevertheless, precisely 
because of the theoretical ap- 
proach of the analysis, only the 
trends in the results of the simula- 
tion are to be interpreted; these 
trends corroborate the excellent 
outcomes obtained in construc- 
tions that followed proper manu- 
facturing processes. 

Due to the complex nature of 
the problem, it must be stressed 
that the parameters used were 
only those directly weighing on 
the propagation phenomenon. 
With this in mind, the asphalt 
aging process was not incorpo- 
rated into the analysis, as well as 
the organic distresses the 
geotextile suffers; the goal sought 
is well-defined by the variables 
considered most important in the 
analysis. 

Consideration must be given to 
the fact that this research is based 
upon an analytic study done with 
little data provided by actual 
experiences, and with information 
supplied by catalogs. No labora- 
tory experimentation was done; if 
it had been, certainly more precise 
results would have been reached 
through equation adjustment. 

In conclusion, we have to point 
out that the use of different sorts 
of materials leads to different 


theoretical behaviors, not necessar- 


ily reflecting reality, thus serving 
only as a reference framework. 
The importance of geotextiles 
derives from this fact, without 
denying possible advantages in 
the use of other materials. 


References 


(2) D. Cabrera and L. Serra. 
Experiencias con geotextiles en 
repavimentacion asfaltica en 
pavimentos flexibles, 3er 
Congresso Iberoamericano del 
asfalto. Cartagena, Colombia, 1985. 
(2) Hugo Garcia. Ley de fatiga de 
mezcla asfaltica mediante 


ensayos de flexi6n. Boletin 
Técnico LNV No. 2. Laboratorio 
Nacional de Vialidad, MOP, 
Santiago, Chile, 1989. 

(3) H. Goagolou and J. P. 
Marchand. La méthode des 
éléments finis application a la 
fissuration des chaussées et au 
calcul des temps de remontee des 
fisures. Laboratoires des Ponts et 
Chaussées. Bulletin de Liaison 125. 
(4) P.R. Rankilor. Membranes in 
Ground Engineering John Wiley 
& Son, Chichester, England, 1981. 
(5) K. Majidzadeh, M. S. Luther, and 
H. Sklyut. A Mechanistic Design 
Procedure for Fabric-Reinforced 
Pavement Systems. Second 
International Conference on 
Geotextiles, 1992, Vol. II. Las Vegas, 
Nev. 

(6) E Erdogan. The Mechanism of 
Fracture. ASME Winter Annual 
Meeting, 1976. New York, N.Y. 

(7) Bidim. Catdlogo de 
aplicaciones en obras publicas y 
de ingenieria civil 3rd ed. Edit. 
Rhodia S. A., Sao Paulo, Brazil, 1982. 
(8) Rehau. Rehau ARMAPAL. 
Reflection Cracking Beam Testing 
SWK Pavement Engineering 
Highfields Science Park. 
Nottingham, England, 1987. 

(9) Amoco Fabrics Company. 
Boletines Técnicos, Atlanta, Ga. 


Prof. Luis F. Da Silva is a re- 
searcher and faculty member in 
the Physics Department of the 
Universidad Técnica Federico 
Santa Maria in Valparaiso, Chile. 
He has done extensive research on 
experimental solid physics, with 
more than 40 publications in 
international journals and confer- 
ence proceedings. 


Juan A. Confré is a civil engineer 
currently assigned as a project 
engineer at a Chilean government 
agency. He has done theoretical 
research on road rehabilitation. His 
dissertation at the Universidad 
Santa Maria in Valparaiso, Chile, 
dealt with the use of membranes 
in asphaltic resurfacing. 


PUBLIC ROADS * WINTER * 1994 





The Next Best Thing 


HAYS to Being on the Road 


by Elizabeth Alicandri 


Introduction 


The Federal Highway 
Administration’s (FHWA) Human 
Factors Laboratory has operated a 
Highway Driving Simulator 
(HYSIM) at the Turner-Fairbank 
Highway Research Center 
(TFHRC) since the early 1980s. The 
HYSIM is a fixed-base, interactive 
driving simulator that uses com- 
puter-generated imagery for its 
visual display. The HYSIM is an 
excellent test bed for a wide 
variety of studies of driver perfor- 
mance. 

This article discusses the utility 
of driving simulators for human 
factors research, HYSIM’s evolu- 
tion over the past 10 years, ongo- 
ing and planned HYSIM research 
efforts, and FHWA’s anticipated 
direction in the field of driving 
simulation. 


Driving Simulation 


Driving simulators offer a number 
of advantages over other testing 
environments. Unlike field studies, 
simulators offer complete control 
of environmental factors and are 
highly cost-effective for setup and 
data collection. Furthermore, 
simulators offer a safe environ- 
ment in which to test conditions 
that may be too dangerous to 
evaluate in a real-world environ- 
ment. Unlike other laboratory 
situations, however, simulators 
offer a dynamic driving environ- 
ment with workload and tasks 
similar to actual driving. Driving 
simulators complement other 
laboratory methods and field 
testing, in many cases providing 
the best of both worlds. 

A wide variety of features 
and configurations can be applied 
to driving simulators. Driving 


PUBLIC ROADS * WINTER »* 1994 





simulators can be fully interactive, 
meaning that all the control 
actions taken by the driver are 
reflected in the scene. These 
systems allow a wide range of 
driving situations to be evaluated 
in a realistic setting. Partially 
interactive or part-task simulators, 
although more limited in the 
range of experimental situations, 
are less costly to develop and 
maintain and can provide useful 
information for a number of 
human factors issues. Computer- 
generated imagery allows tremen- 
dous flexibility; any required 
roadway and surrounding envi- 
ronment can be developed. But 
the visual image may lack the rich 
detail seen in the real world. Real- 
world footage, through film or 
video mediums, can display the 
full visual complexity of the 
driving environment, but scenes 
are limited to existing roadways 


and are not fully interactive. 
Motion-based simulators provide 
increased face validity to the 
system. They are important for 
laboratory investigations of 
emergency responses and vehicle 
handling. However, compared to 
fixed-base systems, motion-based 
simulators require significantly 
greater fiscal resources, computer 
power, space, maintenance, and 
staffing. 


History of HYSIM 


In 1980, Systems Technology 
Incorporated completed a feasibil- 
ity study for the Department of 
Transportation (DOT)/FHWA 
Highway Driving Simulator. 
Subsequently, HYSIM was built 
and tested under federal oversight 
in California. The original system 
was installed at TFHRC, tested, and 
became operational in 1983. The 
HYSIM was designed and built in 


The Federal Highway Administration’s Highway Driving Simulator: HYSIM. 





Page 19 





a modular fashion, allowing 
subsystems to be upgraded as the 
state of the art in various tech- 
nologies advanced. 

Basically, HYSIM consists of a 
car cab that provides a realistic 
driving environment, a variety of 
computers to control the simula- 
tion, and two primary visual 
systems. A wide-screen projection 
system is used to display the 


Visual scene from the original HYSIM using the Evans 
and Sutherland PS2 graphics system. 


roadway, the surrounding environ- 
ment, and other vehicles. Four 
35-mm slide projectors with zoom 
lenses and affiliated yaw mirrors 
add signs to the scenario. The 
capability of showing high-resolu- 
tion signs in real time is what 
continues to set HYSIM apart from 
other driving simulators. 


First-Generation HYSIM 


The original HYSIM consisted of 
nine modules. The Car Cab Mod- 
ule, still with HYSIM, is a modified 
1980 Ford Fairmont. Except for the 
engine, drive train, and wheels, the 
car cab is intact. It provides a 
realistic automobile environment 
for the driver. Driver manipulation 
of controls in the car cab is 
reflected in the simulated driving 
environment. 

The Graphics Computer Module 
was a DEC PDP 11/34. It received 
input from the car cab controls 
to provide updated car position 
and velocity to the scenario 
computer for navigational calcula- 
tions. The graphics computer also 
controlled the vehicle dynamics 
of the HYSIM. 


Page 20 





The Scenario Computer Module 
was also a DEC PDP 11/34. This 
module provided primary control 
of the experimental scenario, 
performed navigational calcula- 
tions, controlled other modules, 
and executed data collection. 

The Graphics-Generation 
Module was an Evans and 
Sutherland Picture System 2. This 
module transformed the aerial 


view of a predefined roadway 
generated by the graphics com- 
puter into a perspective view. The 
output was displayed on a high- 
resolution color monitor. 

The Roadway Projection 
Module consisted of a Sharp XC- 
802RA color television camera and 
an Aquastar 80090 television 
projection system. The camera 
viewed the high-resolution display 
of the graphics-generation module 
and output the image to the 
Aquastar, which was mounted in a 
gantry above the car cab. The 
Aquastar then displayed the 
roadway onto a screen mounted 
in front of the car cab. 

The Sign-Generation Module 
consisted of four Mast Random 
Access slide projectors, also 
mounted in the gantry above the 
car cab. Affiliated 7:1 zoom lenses 
allowed the static 35-mm slides of 
signs to grow in size as the driver 
approached them, and computer- 
controlled yaw mirrors maintained 
the appropriate lateral placement 
of signs on the roadway. The sign- 
generation module was monitored 
and controlled by the scenario 


computer and projected realistic 
sign images onto the screen in 
front of the car cab. 

The Sound-Generation Module 
received output from both com- 
puters. It provided crash sounds, 
sirens, wind noise, engine sounds, 
and tire squeals to the simulation 
through speakers located in the 
doors of the car cab. 

The Psychophysiological 





Visual scene from the upgraded HYSIM using the Star 
Graphicon G2000 Image Generator. 


Module was a Gould system that 
allowed for collection of various 
physiological measures, including 
respiration rate, heart rate, and 
galvanic skin response. 

The Operator Control Center 
Module was located in a separate 
room from the vehicle. This 
workstation included a variety of 
monitors that allowed experiment- 
ers to remotely monitor the 
progress of experiments and to 
view the projected image or the 
subject. All of the electrical wiring 
for the HYSIM I/O devices was 
routed through the control center 
to facilitate troubleshooting and 
the addition of ancillary devices. 

This first-generation HYSIM 
represented the state of the art in 
driving simulation in the United 
States, and although highly sophis- 
ticated for its time, it provided a 
relatively sterile visual environ- 
ment. The graphics-generation 
module displayed roadway 
delineation, and the sign genera- 
tors provided highway signs. 

The image was that of a flat road 
at night with no surrounding 
environment or other vehicles. 


PUBLIC ROADS * WINTER °¢ 1994 





Even with these limitations, the 
first-generation HYSIM provided a 
safe, controlled driving environ- 
ment and was a highly successful 
test bed for numerous important 
research investigations. 

Many of these studies required 
increased capabilities in the 
HYSIM, and over the years, addi- 
tional modules were added. The 
Space Module, which provided the 
capability to simulate active signs 
and signals, was added in 1985. By 
rapidly alternating between two 
slides, this module allows signal 
lights to change and signs to flash. 
In 1988, the Vehicle Module was 
added to provide another vehicle 
in the scenario. This system used a 
video mixer to combine the road- 
way image with an image of a 
model car or truck for presenta- 
tion through the roadway projector. 

Individual subsystems in the 
HYSIM were also upgraded over 
the years. The zoom range of the 
sign generators was increased; the 
quality of the roadway projector 
was improved; the size of the 


& 


Upgraded HYSIM laboratory with visual projection system behind screen. 





PUBLIC ROADS * WINTER »* 1994 


screen changed; and the projection 
equipment was relocated to 
provide rear-projection images of 
better quality and brightness. 
Although these changes in- 
creased the utility and realism of 
the HYSIM, the basic system 
remained unchanged. In the early 
1990s, a major system change was 
made to the HYSIM, resulting in 
the second-generation 
HYSIM. 





By 1990, the state of 
the art in computer 
graphics made it 
possible to cost- 
effectively simulate 
complex visual scenes 
in real time. The 
graphics-generation 
module was replaced 
with a polygon-based 
system. This system 
allowed for display of 
color images for the 


roadway and the surrounding 
environment, significantly enhanc- 
ing the utility of the HYSIM. 

The second-generation HYSIM 
retains many of the features of the 
original system and uses the same 
basic modular design. The Com- 
puter/Graphics Module is now 
contained in a single system. The 
second-generation HYSIM is based 





Original HYSIM laboratory with visual projection 
system above car cab. 








Page 21 


on a STAR Graphicon G2000 
Image Generator using a Silicon 
Graphics IRIS 4D/35TG worksta- 
tion as the controlling host. This 
system can display 3000 textured, 
anti-aliased polygons per frame at 
a 30-Hz frame rate. The worksta- 
tion provides all control functions 
for the experimental scenario, 
performs navigational calculations, 
and controls peripheral devices 
and data collection. The vehicle 
dynamics simulation is housed in 
this system as well. 

The Roadway Display Module 
is fed by the image-generation 
system and outputs the image 
through a BarcoGraphics 1200 
video projection system to a 
screen placed in front of the 
vehicle. The input signal is a 1280 
X 1024 pixel image, which is 
directly routed to the projector via 
an RGB (red-green-blue) signal. 
The projector is located behind 
the screen and is positioned to 
present an angular field of view 
of approximately 70 degrees 
horizontally and 35 degrees 
vertically. 

The basic design of the Sign- 
Generation Module has not 
changed, but the affiliated equip- 
ment is significantly more sophisti- 
cated than the original. These 
devices are now located behind 
the rear-projection screen located 
in front of the car cab. The system 
now uses four Navitar 750-watt 
Xenon arc lamp 35-mm random- 
access slide projectors and 17:1 
zoom lenses. The affiliated yaw 
mirrors can move both laterally 
and vertically to allow signs to rise 
over a hill. 

A small-scale Motion System 
Module has been added to the 
system. Four pneumatic pistons, 
with affiliated coil springs and 
shock absorbers, are located in 
each wheel well of the car cab. 
This system simulates the normal 
vibrations experienced while 
driving and can provide minimal 
car cab pitch for each corner of 
the car cab. 

A Grass Model 12 Neuro-Data 
Acquisition System has been 
added to the Psychophysiological 
Module to allow for conditioning 
and recording of electroencephalo- 
gram data. 

Minor changes have been made 
to the Car Cab Module to enhance 


Page 22 


the feel of the controls. A 
high-torque servo-motor and a 
system of cables and weights 
have been added to increase the 
realism of the steering wheel 
system. 

The Sound-Generation Module, 
the Operator Control Center 


HYSIM Laboratory Floor Plan 
CONTROL Air 
CT Line Printer 


ROOM 
[_] sai iris 4cv80aT ( 


Liat [=| VMEbus Expansion 
Parl [=] Graphicon G2000 
[_] sal iris 40v35TG 


Operators Console 


mirrors will allow vertical curves 
to be added to HYSIM scenarios. 
Other enhancements, including 
the motion system and the steer- 
ing wheel torque system, provide 
increased face validity, and the 
upgraded psychophysiological 
system provides a greater range of 


OFFICE 


Desk With 
Microcomputer i 


Desk With Color 
Graphics Monitor 


7 SSS F 
Viewing Window vay Projector SIMULATOR ROOM 
(Overhead) 


Projection 
Screen 


Module, and the Space Module are 
essentially unchanged from the 
original design. 

The significant changes be- 
tween the first- and second- 
generation HYSIM have greatly 
enhanced the utility of the system 
for human factors research. The 
new graphics system provides the 
capability for simulation of 
daytime scenarios that were 
lacking in the original system. 
Also, with the capability to pro- 
duce trees, buildings, and other 
environmental features, the visual 
scene is much more representative 
of real-world driving, and it 
increases the visual loading on the 
driver. The new graphics system 
also permits adding up to three 
other moving vehicles in the 
scenario, increasing the vigilance 
required by the driver, and provid- 
ing a wider range of experimental 
situations. 

The upgraded sign generators 
increase the brightness and visual 
range of signs in the simulation. 
The additional vertical yaw 


4 Sign 
Generators 





data availability than the original 
system. 


Ongoing HYSIM 
Investigations 


Second-generation HYSIM 
validation study 


Because the second-generation 
HYSIM is significantly different 
from the previous version, another 
validation study is required. To 
ensure that results obtained in the 
HYSIM are generalized to the real 
world, drivers’ responses and 
behaviors in the HYSIM must, 
within certain design constraints, 
correspond to their real-world 
responses. 

Subjects will drive a 15-mile 
scenario encompassing various 
speed limits, road delineations, 
highway signs, and traffic vol- 
umes—both on the road in 
TFHRC's fieldtest vehicle and in 
the same scenario programmed 
on the HYSIM. Driver performance 
measures will be collected in 
both settings and systematically 


PUBLIC ROADS * WINTER * 1994 


rt ee 








compared. This will provide a 
clear understanding of HYSIM’s 
validity as a research test bed and 
serve as the basis for the design 
and implementation of future 
HYSIM enhancements. 


Factors affecting vehicle 
headway selection 


The distance a driver travels 
behind a lead vehicle is referred to 
as headway. Understanding how 
external factors influence head- 
way selection has critical safety 
and efficiency ramifications. The 
amount of headway a driver 
selects may function as a behav- 
ior-based safety surrogate or 
predictor of rear-end collisions. 
Furthermore, if external highway 
features influence headway 
selection, highway design ele- 
ments can be modified to assist 
drivers in choosing appropriate 
headways for specific situations. 

Subjects from a variety of age 
groups will drive a scenario that 
encompasses a variety of roadway 
features. Geometric design, envi- 
ronmental complexity, and behav- 
ior of other vehicles will be 
manipulated to determine which 
factors affect driver headway 
selection. 


Partial sleep deprivation and 
driving performance 


Extended periods of partial sleep 
deprivation appear to affect 
cognitive skills more than psycho- 
motor skills. It is hypothesized that 
operators of heavy vehicles may 
be sleep-deprived on a regular 
basis, and fatigue is often cited as 
a contributing or causal factor in 
truck accidents. Drivers of per- 
sonal vehicles also operate under 
conditions of partial sleep depriva- 
tion, but controlled investigations 
of the effect of sleep deprivation 
on driving performance can be 
dangerous to perform. FHWA is 
planning a HYSIM study in 
collaboration with staff from the 
Walter Reed Army Institute of 
Research to investigate the effects 
of various levels of sleep depriva- 
tion on driving performance. 
Subjects will drive a simulator 
scenario containing a number of 
emergency events under both 
normal sleep and partially sleep- 
deprived conditions. They will be 


PUBLIC ROADS * WINTER ° 1994 


allowed one, two, four, or eight 
hours of sleep per night over the 
course of several days before 
participating in the second simula- 
tor run. A variety of psychophysi- 
ological measures, including brain 
activity (electroencephalogram) 
and heart rate will be collected 
and analyzed. Driving perfor- 
mance measures will also be 
analyzed, including appropriate- 
ness and reaction time for emer- 
gency responses, speed, and lateral 
placement. Results will delineate 
the effects of various levels of 
partial sleep deprivation on 
driving performance. 


FHWA’s Simulator Plans 


HYSIM is particularly suited to the 
needs of FHWA’s Human Factors 
research program. Highway 
signing research will remain an 
important component of the 
program, but the HYSIM will also 
be used in other areas. Older 
driver issues will continue to be 
addressed in the HYSIM, as well as 
important issues related to the 
design of Intelligent Vehicle- 
Highway Systems. Investigations 
in new human factors program 
areas, including hazard identifica- 
tion and younger driver issues, 
will also be performed in the 
HYSIM. 

In the near term, HYSIM 
upgrades will include the capabil- 
ity of simulating vertical curves 
and the continued development of 
additional intelligent, interactive 
vehicles that behave like real 
traffic. Future longer term en- 
hancements will be based on the 
results of the validation study and 
a careful review of research needs 
in the FHWA human factors 
programs. When system compo- 
nents become more sophisticated 
and less costly, they will be added 
to the HYSIM as research needs 
dictate. 

Over the course of HYSIM’s 
development, a number of other 
driving research simulators with 
different capabilities have been 
developed elsewhere. As needs 
arise for simulation research that 
requires higher fidelity or differ- 
ent capabilities (such as wider 
field of view or motion) than 
available in HYSIM, the human 
factors team will pursue other 


simulators as test beds. For ex- 
ample, the University of Iowa 
currently operates a motion-based 
driving simulator, the Iowa Driv- 
ing Simulator (DS), which is being 
used for ongoing FHWA research 
efforts. 


Summary 


HYSIM, in all its configurations, is 
an effective research tool for 
FHWA human factors investiga- 
tions. Studies conducted in HYSIM 
range from traffic control device 
investigations to driver risk 
perception studies to Intelligent 
Vehicle-Highway Systems experi- 
ments. HYSIM has been upgraded 
over the years to enhance the 
capabilities of the system and to 
meet the needs of changing 
research programs. Complex 
human factors issues in the 
Intelligent Vehicle-Highway 
Systems program require further 
simulation experiments, as will 
older and younger driver investi- 
gations and hazard identification 
studies. HYSIM provides the 
necessary capabilities to perform 
these studies. 

Human factors research at 
FHWA is greatly enhanced by 
HYSIM. The flexibility of the 
system configuration permits a 
wide variety of critical investiga- 
tions of driver performance to be 
performed under controlled and 
safe conditions. The modular 
system configuration permits the 
modules to be upgraded as the 
state of the art improves in vari- 
ous areas. Additional modules 
have been added over the years to 
ensure that human factors re- 
search needs are met. The new 
graphics system significantly 
increases HYSIM’s capabilities, and 
new system upgrades will be 
made to ensure that the system 
continues to meet the needs of the 
human factors research program. 


Elizabeth Alicandri is the 
manager of the Human Factors 
Laboratory at the Turner-Fairbank 
Highway Research Center in 
McLean, Va. She works in the 
Information and Behavioral 
Systems Division in the Office of 
the (FHWA) Associate Administra- 
tor for Research and Development. 


Page 23 








SHRP-developed snow fence reduces blowing snow and snow plowing. 


improved materials, specifica- 

tions, and tests are now 
becoming available as a result of 
the five-year Strategic Highway 
Research Program (SHRP). More 
than 100 new products and 
techniques were developed 
between 1987 and 1993 through 
the $150-million research program. 
SHRP research was targeted to 
improve highway technology in 
four specific areas: asphalt, con- 
crete and structures, highway 


i | romising new equipment and 





Improved roadway weather information systems can 
help highway agencies respond more quickly and 
efficiently to inclement weather conditions. 


Page 24 


operations, and long-term pave- 
ment performance (LTPP). 

All sectors of the US. highway 
community worked together in 
partnership to guide the research 
so that the resulting products 
could be moved into application 
as soon as possible. Top adminis- 
trators and technical experts from 
state highway agencies, university- 
based highway research organiza- 
tions, and industry helped plan 
the research program, steer its 
progress, review results, and test 
and refine products. SHRP oper- 
ated through a 
cooperative ar- 
rangement among 
the Federal High- 
way Administra- 
tion (FHWA), the 
American Associa- 
tion of State 
Highway and 
Transportation 
Officials 
(AASHTO), and the 
National Research 
Council. 

The Intermodal 
Surface Transpor- 
tation Efficiency 
Act of 1991 (ISTEA) 
authorized 
$108 million— 
administered by 
FHWA over six 
years—to help 
states and industry 


eee 
molementat 
yan ror Saint 
JPME 


- L 


i 


r_] 


15 


put SHRP research results to work 
and to continue the LTPP studies. 

To accomplish this, FHWA 
modified the structure of its 
existing technology transfer 
program to capture and continue 
the cooperative spirit so success- 
fully nurtured in the SHRP re- 
search phase. The key features of 
this modified structure are: 


e Partnerships at the national and 
regional/state levels. 

e Showcase contracts. 

e Flexibility to respond to re- 
gional/state conditions. 


FHWA’s SHRP Product Implemen- 
tation Program encourages and 
facilitates the application of 
research findings that improve the 
quality, efficiency, safety, perfor- 
mance, and productivity of our 
nation’s highway system. The 
goals of the implementation 
process are to: 


e Ensure that the US. highway 
community is fully aware of 
SHRP products. 

e Develop and implement short- 
and long-range marketing 
strategies for SHRP products, 
exploiting a variety of existing 
and innovative technology 
transfer delivery systems. 


PUBLIC ROADS * WINTER * 1994 


[Pry 






A new test procedure 
offers an alternative 
method for evaluating 
the freeze/thaw 
resistance of concrete. 












Handbook Fort 
The identification Of 
Alkali-Silica reactivity 


Structures 
in Hiahway Struciur 









The stop/slow paddle with flashing 


lights gets immediate attention from 
drivers. 


SHRP-improved methods for the 
sampling and testing of chlorides in 
concrete. 





alarms warn 








vehicles. 
mee 
A handbook for the visual identification of alkali-silica Determining the water content of plastic 
reactivity in concrete. concrete using a microwave oven. 
PUBLIC ROADS * WINTER * 1994 Page 25 


SHRP intrusion 


workers of errant 





Organizational Overview 


The three-tier management structure of the FHWA 
SHRP Product Implementation Program involves top 
managers and technical experts throughout the 
highway community in committees and technical 
working groups (TWGs). (See figure 1.) 

The first tier is composed of senior executives 
who address resource allocation and long-range 
policy. The second tier is made up of SHRP senior 
program managers who ensure proper coordination 
and policy execution within certain technical disci- 
plines. The technical experts in the third tier address 
detailed technical issues arising from specific re- 
search or technology activities. 

To pull everything together, FHWA created the 
SHRP Implementation Coordination Group (SICG) 
under the Research and Technology Executive Board 
(RTEB). The mission of SICG is to form a working 
partnership of federal, state, industrial, and academic 
elements. SIGC develops policies, priorities, and 
program budgets to put into practice technology 
developed by SHRP. SICG’s responsibilities include: 


| e Developing program and policy recommendations 
for RTEB. 

e Working with the Pavement Management Coordi- 
nating Group and the Structures and Safety Re- 
search and Technology Coordinating Groups to 
advance SHRP implementation programs and 
budgets to the RTEB and to develop SHRP products 
for which additional research or development has 
been identified by the TWGs. 

Coordinating with the Transportation Research 
Board (TRB)-SHRP Committee and the AASHTO 
Task Force on SHRP Implementation. 
Encouraging field office involvement in SHRP 
implementation. 

Coordinating and reviewing TWG activities in 
the four SHRP technical areas and in other 
ongoing programs, 


e Establishing priorities and identifying needed 
resources for the TWGs. 


TWGs operate under SICG. Just as the original 
research plans for SHRP were developed by several 
committees representing both management and 
technical perspectives, the specifics of FHWA’s SHRP 
implementation plan will be developed through 
TWGs. TWGs members are managers and technical 
personnel; they form a powerful partnership that 
will ensure that the implementation program is 
responsive to participants’ needs and environmental 
concerns. 

TWGs will: 


Assess and evaluate the SHRP products. 

Prepare technology development, implementation, 
and marketing strategies and associated schedules. 
Aggressively execute implementation activities. 
Identify specific implementation objectives and 
appropriate measures of attainment. 

Identify products that need further research and/ 
or development. 

Develop SHRP implementation activities for the 
action of SICG. 

Provide information and identify resource needs 
to SICG. 

Ensure communication and coordination with and 
involvement of additional technical partners, 
technology users, states, AASHTO, and industry, as 
required. 

Respond to queries from the TRB-SHRP Commit- 
tee as appropriate. 

Recommend the establishment of specific expert 
task groups under the TWGs. 

Review the work of expert task groups that are 
addressing details of specific technologies. 


STRATEGIC HIGHWAY RESEARCH PROGRAM 
SHRP IMPLEMENTATION 


RESEARCH AND 
TECHNOLOGY 
Executive Boarp 
(RTEB) 


PAVEMENT | 
MANAGEMENT 
CoorpiNAaTION 


Group 
(PMCG) 


____ TECHNICAL Workine Groups (TWGs) 


FOR PROOUCT IMPLEMENTATION 


Page 26 


RESEARCH AND 
TECHNOLOGY 
CoonDINATION 
Committee 
(RTCC) 





PUBLIC ROADS * WINTER * 1994 





SHRP-developed specifications for the preventive maintenance of asphalt and 
concrete pavements. 





e Develop SHRP products and 
techniques that are essentially 
complete and can be used 
with minimal training and 
evaluation. 

e Promote customer evaluation of 
SHRP products that require local 
materials and adaptation to 
regional, state, or specific 
industry practices. 

e Advance promising SHRP 
products and processes through 
further research, development, 


PUBLIC ROADS * WINTER * 1994 


test and evaluation, standard 
setting, and institutional aware- 
ness. 

e Provide technical and financial 
assistance to public and private 
agencies for the evaluation and 
ultimate adoption of SHRP 
research products. 

e Provide training to use SHRP 
products and initiate activities to 
enhance long-range educational 
efforts. 

e Promote activities by standard- 


setting organizations such as 
AASHTO, the American 
Concrete Institute, and the 
American Society for Testing 
and Materials that enhance the 
acceptability and credibility of 
SHRP products. 


Innovation Through 
Partnerships 


To meet the challenge of present- 
ing and adopting a large amount 
of technology to a wide audience 
in a short period of time, FHWA 
works in partnership with the 
states, industry, AASHTO, the 
National Research Council, and 
university-based research centers. 
Overall directional and technical 
issues are addressed through the 
committees and technical working 
groups (TWGs). However, to adapt 
the technology to varied regional, 
state, and local conditions, the 
implementation effort must 
operate with a minimum level of 
central oversight. 

FHWA is encouraging states to 
organize their own state-level 
SHRP implementation committees 
and to develop SHRP implementa- 
tion plans. These committees 
should pinpoint the products that 
most interest them and establish 
product-specific implementation 
plans, goals, and schedules. For 
example, as of June 1993, SHRP 
implementation programs were 
either under way or in the plan- 
ning stages in Indiana, Minnesota, 
Missouri, New Jersey, Pennsylva- 
nia, Texas, Virginia, and Washing- 
ton. The state programs frequently 
include a SHRP implementation 
manager and a SHRP products task 
force. The managers coordinate 
with industry and universities in 
their states and regions. They also 
maintain contact with SHRP 
coordinators at their FHWA 
division offices, and they support 
and participate in FHWA imple- 
mentation activities, including the 
showcase contracts described 
below. 

Funds to assist state implemen- 
tation activities are available 
through FHWA’s Office of Tech- 
nology Applications or through 
federal-aid programs, where 
appropriate. Determination and 
use of all appropriate federal-aid 


Page 27 





The SHRP dynamic shear rheometer measures the stiffness of an asphalt 


binder. 





funds will be coordinated by the 
division offices. 

AASHTO plays a key role in the 
application of SHRP products; it 
established a task force to identify 
barriers to implementation and to 
make appropriate recommenda- 
tions. FHWA representatives 
serving on this task force will 
keep AASHTO informed of 
implementation activity status and 
explore options for mutual assis- 
tance. Additionally, to expedite the 
incorporation of SHRP technology 
into its national standards and 
guides, AASHTO hired a SHRP 
product implementation coordina- 
tor. 

SHRP leadership was previously 
provided by an executive commit- 
tee that included chief administra- 
tive officers and chief engineers 
from state highway agencies, top 
FHWA officials, the executive 
directors of major trade associa- 
tions, and senior faculty members 
from respected university-based 
highway research organizations. 
This committee lent crucial 
direction and support to SHRP 
during the program’s research 
phase. 

To ensure the continued 
involvement of highway industry 


Page 28 


leaders, the Transportation 
Research Board (TRB)—under 
contract to the FHWA—has orga- 
nized a new committee, the 


BINDER 
STIFFNESS 


CRACKING 


c10/0)B) 
PERFOR- 
MANCE 


RCM MEIC 


TRB-SHRP Committee. Members 
will provide guidance for the 
continuing FHWA LTPP program 
(a 20-year performance study, the 
first five years of which were 
conducted under SHRP); they will 
also offer guidance on overcoming 
institutional barriers to implemen- 
tation of SHRP products. The TRB- 
SHRP Committee will coordinate 
closely with the SHRP Implemen- 
tation Coordination Group. 


Showcase Contracts 


In the past, FHWA technology 
transfer packages were delivered 
to the field by a small group of 
headquarters engineers. As the 
agency increasingly views technol- 
ogy as central to its mission—and 
as more field engineers assume 
technical responsibilities—a new 
and bold approach to technology 
transfer becomes possible. 

FHWA proposes to package 
SHRP technology into discreet 
showcase packages and present 
these to the states through the 
FHWA regional structure. Specifi- 
cally, contractors will develop 
technology transfer packages for 
groups of SHRP products and 
technologies and will present 
them across the country to private 


TEMPERATURE 





One component of the SHRP SUPERPAVE is a performance-based asphalt 


binder specification. 





PUBLIC ROADS * WINTER * 1994 











Ps ee OS 


and public sector engineers in 
comprehensive workshops. After 
these workshops, the contractors 
will develop—in conjunction with 
regional technical working groups 
composed of representatives of 
the states, industry, and FHWA 
regional and division offices—a 
tailored implementation strategy. 
The workshops will feature 
product demonstrations, loaner 
sets of equipment, videotapes, 
manuals, etc. Ultimately, all SHRP 
products will be highlighted in the 


workshops, and recommendations 
for further efforts will be provided 
by the TWGs. Approximately 10 
showcase packages have been 
conceptualized as of this writing— 
five in the area of concrete and 
structures, four in highway opera- 
tions, and one in asphalt. 





FHWA is taking the lead to help 
state and local highway agencies 


| ROAD 


TEST 
264291 


or 
r —) 





The SHRP long-term pavement performance (LTPP) test pavements will 
produce many tools to improve pavement management. 





PUBLIC ROADS * WINTER ¢ 1994 


effectively use SHRP products. The 
implementation effort must be 
flexible to permit the adaptation 
of these products and technology 
to regional, state, and local condi- 
tions. 

Therefore, the implementation 
program is being carried out in a 
number of ways in addition to the 
showcase contracts. For example, 
activities related to SHRP’s asphalt 
binder tests and specifications are 
well under way with equipment 
buys, national training, mobile 
asphalt laboratories, etc. FHWA 
sent an implementation work plan 
for 11 of the work-zone safety 
products to its regional offices, 
requesting state participation in 
the trial use of those products. 
Also, FHWA project engineers 
began implementation activities 
for four LTPP spin-off products— 
the Distress Identification 
Manuai, the faultmeter, falling- 
weight deflectometer software, 
and the resilient modulus test 
procedures. 


tel 42. — 


New technology developed under 
the SHRP can potentially save the 
nation millions of dollars a year. 
FHWA has developed an enthusi- 
astic, innovative, and flexible 
implementation program and is 
committed to work with its 
partners in the highway industry 
to realize these benefits as effi- 
ciently and expeditiously as 
possible. 





Pot Ot? et Cec 
G &§¢ 6 & - 
_ 


(D Implementation Plan: Strategic 
Highway Research Program 
Products, Publication No. FHWA- 
SA-93-054, Federal Highway 
Administration, Washington, D.C, 
June 1993. 

(2) FHWA’s Implementation Plan 
for SHRP Products: Organiza- 
tional Membership, Publication 
No. FHWA-SA-93-055, Federal 
Highway Administration, Washing- 
ton, D.C, revised October 1993. 


Charles J. Churilla is Federal 
Highway Administration’s SHRP 
Implementation Coordinator in 
the Office of Technology Applica- 
tions. 


Page 29 





Environmental Research: 





by Ginny Finch 


“The American public insists that 
our highway program be consis- 
tent with environmental goals 
and values. That’s a challenge for 
all of us, and the environmental 
research program is a vital tool in 
our effort to meet this challenge 
while maintaining America’s 
mobility.” 

—Anthony R. Kane, Associate 
Administrator for Program 
Development 


Over the past few years, techno- 
logical advancements and protect- 
ing the environment have been 
catalysts for change in the policies 
and procedures of many federal 
agencies. “Environment” has 
become one of the most signifi- 
cant political buzzwords of the 
1980s and 90s, but for the Federal 
Highway Administration (FHWA), 
environmental concerns are much 
more than a buzzword. FHWA is 
committed to contributing to an 
enhanced environment with 
improved tools and technologies 
for alleviating highway intermodal 
impacts on air quality, noise, 
wetlands, hazardous waste sites, 
water quality, and historic re- 
sources. 

This commitment is shared by 
FHWA Administrator Rodney E. 
Slater. “Our goal in all of our 
transportation investments is long 
term,” he said in a July 1993 speech 
at the Pacific Rim TransTech 
Conference. “We believe that, if we 
invest wisely and build partner- 
ships, we can spur the develop- 
ment of new technologies—even 
whole industries—and contribute 
to a cleaner environment at the 
same time.” 

To accomplish this goal, the 
experts involved in FHWA’s 
environmental research program 


Page 30 


are developing research products 
ranging from air quality models to 
case studies of successful and 
innovative highway designs. Not 
only do these research products 
carry out FHWA’s commitment to 
the environment and mobility, 
they are also designed to help 
states and metropolitan areas in 
their ongoing planning and project 
development. 

The environmental research 
program was launched on October 
1, 1991, and in fiscal year 1993, the 
program included 42 projects and 
a budget of $4.1 million. The 
program is carried out by the 
Office of Environment and 


ambitious agenda for multifaceted 
research on specific issues in 
transportation and the environ- 
ment. The Denver conference not 
only helped establish FHWA’s 
“core” environmental research, it 
also laid the foundation for FHWA 
participation with TRB, the 
American Association of State 
Highway and Transportation 
Officials, the Environmental 
Protection Agency (EPA), the USS. 
Army Corps of Engineers, and 
others on a variety of research 
projects. 

Water quality issues, air quality 
concerns, and environmentally 
and socially sensitive highway 





“Water quality issues, air quality 
concerns, and environmentally and 
socially sensitive highway design 
practices are three focus areas of the 


environmental research program.” 





Planning, whose other responsi- 
bilities include drafting regula- 
tions, reviewing environmental 
impact statements, providing 
technical assistance, and develop- 
ing policies and guidance. 

Many of the research projects 
now underway were first identi- 
fied in 1991 at a national confer- 
ence in Denver co-sponsored by 
FHWA and the Transportation 
Research Board (TRB). The 
conference, “Environmental 
Research Needs in Transportation,” 
brought together FHWA, other 
federal agencies, state highway 
agencies, local governments, 
consultants, academicians, and 
environmentalists, who laid out an 


design practices are three focus 
areas of the new research pro- 
gram. In one study, ecologists are 
looking at the water quality 
impacts of existing highways and 
further highway construction. In 
another study, co-funded by the 
National Academy of Sciences, 
transportation and air quality 
experts are investigating carbon 
monoxide emissions at intersec- 
tions. In still another study, re- 
searchers are examining possible 
highway design alternatives, 
exploring solutions for specific 
design problems, and identifying 
creative design approaches that 
are both environmentally sensitive 
and safe. 


PUBLIC ROADS * WINTER * 1994 


Here are some details about 
each of these three representative 
projects. 

The passage of the 1991 
Intermodal Surface Transportation 
Efficiency Act (ISTEA) and earlier 
technological changes, such as the 
introduction of unleaded gasoline, 
have stimulated new interest in 
the study of water quality prob- 
lems associated with highway use. 
To meet the new challenge—to 
accurately predict impacts and 
develop effective mitigation 
techniques—the “Highways and 
Water Resources” research team is 
developing improved evaluation 
methods and innovative “best 
management” tools. Nationally and 
internationally, the team is looking 
at the “bigger picture’—the way in 
which highway water quality and 
storm water issues are part of all 
water resource problems associ- 
ated with highways. These re- 
searchers are also coordinating 
with other agencies to ensure that 
both FHWA and states’ policies 
and procedures are consistent 
with federal storm water and non- 
point source pollution policies. 
When the project is completed in 
about six years, researchers will 
know much more about the best 
ways to control ground water 
pollution from highway sources. 
They will have quantifiable 
information about the effects of 
deicing chemicals on aquifers. 
They will also be able to develop 
hydrogeological guidelines for 
wetland restoration. And they will 
understand more clearly how to 
treat and dispose of lead paint 
debris so it will not contaminate 
water supplies and resources. 

Just as technology and the 
passage of ISTEA have renewed 
interest in water quality research, 
passage of the 1990 Clean Air Act 
Amendments has created new 
challenges. To meet the standards 
of the act for maximum carbon 
monoxide (CO) levels, the states 
must not only avoid violations, 
they must also actively seek to 
reduce the number and severity 
of violations. FHWA and the 
National Academy of Science’s 
National Cooperative Highway 
Research Program have launched 
a three-year study of highway 
intersections, using EPA “hot spot 
guidelines” to develop computer 


PUBLIC ROADS * WINTER »* 1994 


models. At six to eight intersec- 
tions throughout the country, 
researchers will study how air 
moves, how traffic moves, and 
how engines operate. Project 
designers chose intersections on 
heavily traveled roads, since these 
locations tend to have the highest 
CO concentrations. They will 
examine the affects of “queue 


reinforced by ISTEA, which allows 
state highway agencies greater 
flexibility in highway design. To 
make design professionals more 
aware of the broad range of 
design options, project researchers 
will develop a handbook and case 
studies detailing innovative solu- 
tions to certain design conflicts. 
They will also create a catalog of 





“We must work together to save 
wetlands and at the same time explore 
transportation alternatives that reduce 


the need for more roads.” 


—Secretary of Transportation Federico Pefia 





length” (number of cars stopped), 
wind speed, time of day, amount 
of sunlight, temperature, traffic 
speed, and acceleration rates on 
the concentration of CO. As a 
result of this study, states and 
metropolitan planning organiza- 
tions (MPOs) will be better able to 
predict and minimize the impacts 
of traffic on air quality. 

Like the air quality intersection 
project, “Improving Aesthetic 
Design Elements of Urban, Subur- 
ban, and Rural Roads” will aid 
decision-making. The project will 
help engineers design highways 
that create a “sense of place’—for 
example, retaining scenic and 
historic features along roads 
where safety standards must be 
upgraded. The timeliness of this 
highway design research project is 





visual design approaches—a 
catalog that includes a multimedia, 
computerized version and a video. 
The entire effort is aimed at 
helping states improve and en- 
hance their highway designs 
without compromising the safety 
of pedestrians, bicyclists, and 
motorists. 

The environmental research 
program is a “strategic transporta- 
tion investment.” It is a young 
program that will soon be paying 
big dividends, enabling states and 
MPOs to implement cost-effective 
strategies to simultaneously 
enhance mobility and protect the 
environment. 


Ginny Finch is a program 
analyst and communications 
specialist in 
FHWA’s 
Environmental 
Analysis 
Division. She 
recently created 
a 40-page, 

color brochure, 
“Wetlands 

and Highways: 
A Natural 
Approach,” 
30,000 copies of 
which were 
distributed. 


Page 31 








Looking for a 





Few Good IDEAs 


by K. Thirumalai 


The Innovations Deserving Explor- 
atory Analysis (IDEA) Program of 
the National Research Council’s 
(NRC) Transportation Research 
Board (TRB) is designed to nur- 
ture innovative concepts for 
technologies, systems, methods, 
and processes for application to 
highway and intermodal transpor- 
tation practice. 

The IDEA program approach 
was first implemented as part of 
the five-year Strategic Highway 
Research Program (SHRP) from 
1987-1993. The new TRB IDEA 
program adopts several of the 
successful features of SHRP-IDEA 
and applies them to solicit a broad 
range of technical innovations for 
highways, intelligent vehicle- 
highway systems (IVHS), and 
transit systems. The program 
provides an excellent opportunity 
for proposing innovative ap- 
proaches for transportation 
systems and for transferring 
advanced technologies that have 
not yet been applied, tested, or 
used in the highway or intermodal 
transportation practice. 

Any individual or institution in 
the United States or from abroad 
is eligible to submit proposals to 
the following three IDEA program 
areas: 


e National Cooperative Highway 
Research Program (NCHRP) 
IDEA Program. The NCHRP 
IDEA Program is funded by the 
Federal Highway Administration 
(FHWA) and state highway 
agencies in cooperation with the 
American Association of State 
Highway Transportation Offi- 
cials (AASHTO). NCHRP IDEA 
seeks to introduce new tech- 
nologies, methods, or processes 
for application to highways and 


Page 32 


intermodal surface transporta- 
tion through the development 
and testing of nontraditional 
and innovative concepts. 

e Transit IDEA Program. The 
Transit IDEA Program is funded 
by a cooperative agreement 
with the Federal Transit Admin- 
istration (FTA) and the Transit 
Development Corporation 
(TDC). Transit IDEA is designed 
to foster the development and 
application of innovative 
technologies, methods, manage- 
ment processes, materials and 
systems for application to transit 
practice. 

e IVHS IDEA Program. The IVHS 
IDEA Program is funded by the 
FHWA and the National High- 
way Traffic Safety Administra- 
tion (NHTSA) of the Depart- 
ment of Transportation (DOT). 
IVHS IDEA is designed to 
produce new concepts and 
innovative products that would 
accelerate the development and 
implementation of IVHS in the 
nation’s highways, vehicles, and 
intermodal surface transporta- 
tion and transit systems. 


Proposals submitted under any 
of the IDEA programs should have 
one or more of the following 
features: 


e Technically credible but un- 
proven concept that may 
require high-risk investigation to 
prove its feasibility but offers 
potential for significant break- 
through and large payoffs. 

e A concept that offers the 
potential for advancing the state 
of the art of IVHS, highway and 
transit systems, or one that may 
emerge into new areas for 
followup research by a national 
program. 


e An advanced method, technique, 





developed for other lindane 
such as aerospace engineering, 
communications,modern 
material processes, information, 
computers, robotics, and auto- 
mation, but not yet tested, 
applied, or available to IVHS, 
highway, transit, or multimodal 
transportation systems. 


Two types of IDEA proposals 
are available. A Feasibility Phase 
(Type I) IDEA investigation would 
include an evaluation of an 
innovative technical concept for 
which adequate knowledge, 
technical information, or data are 
not currently available. An Ad- 
vanced Testing Phase (Type ID 
IDEA investigation would perform 
a larger scale test or field testing 
of a proven feasible concept. 

All IDEA awards typically are 
fixed price contracts not to exceed 
$100,000 and must be completed 
within 12 months. Cost sharing is 
encouraged but is not a require- 
ment for IDEA proposals. Re- 
searchers from all disciplines and 
with no prior experience in 
transportation research or systems 
development are encouraged to 
submit IDEA proposals. 


Individuals interested in one or 
more of the IDEA programs may 
request copies by phoning the 
IDEA Program Office at (202) 
334-3568 or by writing to 

Dr. K. Thirumalai, IDEA Program 
Manager, Transportation 
Research Board, 2101 Constitution 
Ave, N.W, Washington, D.C. 

20418. 


Dr. K. Thirumalai is the 


IDEA Program Manager for the 
Transportation Research Board. 


PUBLIC ROADS * WINTER * 1994 


a 


The National 





by Donald Tuggle 


Introduction 

Quality Management (QM) is a 
broad term for the overall process 
of ensuring quality products. 
Within the highway community, it 
encompasses such issues as 
contractor/consultant process 
control, owner acceptance issues, 
personnel qualifications and 
training, information management 
systems, performance-related 
specifications, innovative contract- 
ing practices to achieve quality, 
incentive/disincentive provisions, 
performance recognition, im- 
proved materials/tests/equipment, 
and quality improvement tech- 
niques. A formalized QM program 
can be applied to all aspects 

of highway engineering and 
operations. 


FHWA Demonstration 
Project No. 89 Workshop 


In 1989, the Federal Highway 
Administration’s (FH WA’s) Con- 
struction and Maintenance Divi- 
sion began discussions with the 
Office of Technology Applications 
to initiate a demonstration project 
(DP) on QM that would both 
reemphasize earlier concepts and 
address the broader topic of total 
quality management, which had 
just begun to receive widespread 
attention. 

As the first activity under DP 
No. 89, FHWA sponsored a work- 
shop (held on December 12-13, 
1990) for approximately 30 top 
leaders in the QM field from state 
highway agencies, the construc- 
tion industry, construction associa- 
tions, academia, and FHWA. 

Workshop attendees made the 


following specific recommendations: 


PUBLIC ROADS ¢ WINTER »* 1994 


e A broad-based national initiative 
on quality is essential. 

e Top management’s understand- 
ing and commitment to quality 
products and delivery is critical. 

e A national statement or policy 
should be a part of an initiative 
to show national commitment. 
This posture should be devel- 
oped jointly by FHWA, Ameri- 
can Association of State High- 
way and Transportation Offi- 
cials (AASHTO), and industry 
leaders. 

e FHWA should provide leader- 
ship in launching a national 
initiative on quality. 

e One element of this initiative 
should be a DP focused on 
construction and materials 
quality. 

e A major emphasis should be 
placed on a partnership be- 
tween designers, owners, con- 
tractors, and suppliers in achiev- 
ing quality results. 

e Technical skills and tools 
(including certification programs 
such as sound, statistical specifi- 
cations and a long-term commit- 
ment to technical training) are 
essential, and they should be 
provided. 

e A long-range plan for imple- 
menting a national initiative on 
quality should also be devel- 
oped and followed. 


Workshop participants also 
suggested the establishment of a 
panel of top managers from 
FHWA, AASHTO, and various 
industries to address the broad 
issue of quality improvement in 
the highway community and to 
discuss the need, form, and con- 
tent of a national policy on 
highway quality. 

Following the DP No. 89 
workshop, the AASHTO Standing 


Quality Initiative 


Committee on Highways (SCOH) 
on June 9, 1991, stated AASHTO’s 
commitment to a “Constructive 
Quality Assurance Initiative” with 
FHWA and the construction 
industry and took several other 
actions aimed at the overall 
improvement of highway con- 
struction quality. 

Following the creation of the 
National Quality Initiative (NOD 
Steering Committee, the newly 
elected president of AASHTO, 
Wayne Muri, declared he would 
break with AASHTO’s tradition of 
creating multiple emphasis areas 
for the year. He declared that 
there would be but one emphasis 
during his tenure and that would 
simply be Quality. 


Early NQI Activities 

The first meeting of the steering 
committee was held in January 
1992 during the Annual Transpor- 
tation Research Board Meeting. 
The focus of the effort, which 
started out primarily in the 
construction arena, was soon 
broadened to include all aspects of 
the constructed product, since 
each phase of the project is 
dependent on the previous phase 
in order to advance a quality end- 
product to the highway user. 

The joint FHWA/AASHTO/ 
industry steering committee 
currently consists of the following 
organizations: 


American Association of State 
Highway and Transportation 
Officials (AASHTO) 

American Consulting Engineers 
Council (ACEC) 

American Concrete Pavement 
Association (ACPA) 

Associated General Contractors of 
America (AGCA) 


Page 33 


American Public Works 
Association (AP WA) 

American Road and Transportation 
Builders Association (ARTBA) 

Federal Highway Administration 
(FHWA) 

National Asphalt Pavement Asso- 
ciation (NAPA) 

National Ready-Mixed Concrete 
Association (NRMCA) 


During that meeting, the 
steering committee established the 
mission for the NQI. The ultimate 
goal would be to place a national 
emphasis—from all corners of the 
highway industry—on producing 
quality products. The overall 
objectives of the NQI are: 


e Improving the technical quality 
of the nation’s transportation 
systems and responsiveness to 
public needs. 

e Increasing the strength and 
competitiveness of the US. 
transportation industry in the 
global marketplace through 
quality emphasis and improve- 
ment. 

e Advancing the quality of trans- 
portation delivery systems 
through partnership efforts 
among FHWA, AASHTO, indus- 
try, and academia. 

e Maximizing the use of transpor- 
tation investment through better 
system and product perfor- 
mance. 

e Encouraging technological 
developments and innovations 
through quality incentives. 


An implementation strategy 
was then developed. First, a 
“National Policy on the Quality of 
Highways” would be developed to 
establish some of the common 
quality principles among the 
associations and to create a 
partnering agreement indicating a 
unified industry approach and 
commitment toward quality 
products. The second phase of the 
NQI involved a series of seminars 
with the objective of educating 
managers on quality principles 
and the importance of technical 
excellence to achieve a quality 
product. 

The first of the seminar series 
was the November 10, 1992, 
“Partnerships for Quality” seminar 


Page 34 


held at the Dallas/Fort Worth 
Hyatt Airport Hotel. Nearly 250 
top state highway officials, FHWA 
managers, and key industry 
officials attended the seminar, 
where the newly formed “National 
Policy on the Quality of High- 
ways” was signed. 

The policy concludes by saying, 
“The development and preserva- 
tion of a high-quality highway 
system requires a close partner- 
ship between all stakeholders; 
therefore, the undersigned organi- 
zations have cooperatively devel- 
oped this national policy and will 
strive to fulfill its principles.” In 
fact, the element of cooperation 
among each of the participating 
organizations has been the corner- 


overview of quality management 
and provide a synopsis of the 
technical tools available. Training 
courses can be developed for 
project-level personnel from both 
the public and private sectors with 
those technical tools. 

A memorandum to FHWA field 
offices is being developed that 
outlines the suggested process for 
each state to follow in developing 
a state-level quality initiative. This 
memorandum will also state that 
DP No. 89 will provide financial 
assistance in conducting these 
seminars. The level of this assis- 
tance will be at least $5000 per 
state. This funding will be pro- 
vided by FHWA. 

The steering committee believes 





NQI is a partnership of AASHTO, 
industry, and FHWA to place a national 
emphasis—from all corners of the 
highway industry—on producing 
quality products. 


stone of the success of the NQI to 
date. The national seminar was 
funded under the National Coop- 
erative Highway Research Pro- 
gram. 

Next, there were four followup 
“NQI Regional Quality Seminars” 
(one per AASHTO region) held in 
April and May of 1993. Approxi- 
mately 1200 top career state 
highway agency (SHA) personnel, 
FHWA mid-level managers, local 
governments, industry representa- 
tives, academicians, consultants, 
suppliers, and others attended 
these regional seminars. There has 
been very good feedback received 
from these seminars that were 
funded by FHWA. 


Current and Future 
Activities 


Beginning in the fall of 1993, the 
SHAs will receive technically 
oriented workshop materials, 
references, and training aids to 
allow the program to be presented 
around the country to a broader 
range of mid-level managers. 
These workshops will provide an 


it is important to market the NQI 
and the subject of quality both 
within and outside the highway 
community. One element of a 
marketing plan that is already 
being pursued by the steering 
committee is the development of a 
videotape on the NQI effort. This 
can be used in the state-level 
seminars as well as for the other 
activities. 

In addition, congressionally 
mandated studies on quality 
(Sections 1043 and 6014) in the 
Intermodal Surface Transportation 
Efficiency Act of 1991 indicate 
increased attention to the quality 
issue by members of Congress. 

At a meeting held in April 1993, 
the steering committee developed 
an initial long-range plan to move 
into some of the more pervasive 
quality issues in the highway 
industry. This long-range plan is 
intended to be a flexible docu- 
ment that will be modified as 
necessary. The initial plan was 
conceived to provide a long- 
term commitment to continuous 
improvement rather than a 


PUBLIC ROADS * WINTER * 1994 


short-term program or merely 
increased emphasis. 

Some of the overall objectives 
of the long-range plan include: 


e Considering international 
applications and technology for 
possible use. 

e Building regional and national 
consensus on issues in this 
country that may enhance cost, 
quality, and performance of our 
highway system. This includes 
such issues as specifications, 
designs and design assumptions, 
training and certification re- 
quirements, laboratory quality 
control requirements and 
accreditation, and so forth. 

e Improving the technology and 
technology sharing through 
research, training, incentives, 
demonstration, and use of 
information-sharing techniques. 

e Heightening awareness for the 
need for quality and encourag- 
ing the use of quality improve- 
ment techniques, partnering, and 
state-of-the-art planning, design, 
construction, and maintenance 
techniques in the highway 
industry. 

e Providing a followup mecha- 
nism for Transportation Circular 
386 on “Innovative Contracting 
Practices” to explore new ways 
of contracting and providing 
increased quality and quality 
incentives in the highway 
industry. 


The specifics of certain ele- 
ments of the long-range plan are 
still in the development stage; 
however, a number of workshops 
are being planned to address some 
of the issues identified. Separate 
efforts are also underway in the 
areas of training and information 
sharing. Funding and responsible 
organization will be identified in 
the plan. FHWA will support 
many of these activities under 
DP No. 89. 


FHWA Future Actions 


FHWA has been a major force 
behind the NQI effort, however, 
we have emphasized throughout 


PUBLIC ROADS * WINTER ° 1994 


this process that this is a coopera- 
tive effort of the entire highway 
industry. It is essential to the long- 
term success of the NQI that it not 
be viewed as one organization’s 
program. Top management sup- 
port for the partnership of federal 
and state agencies and the private 
sector will be needed to ensure 
that the momentum that has 
recently begun will continue. 
While it is recognized that each 
party must maintain their separate 
responsibilities, the NQI has 
demonstrated that this diverse 
highway industry group can work 


successfully toward achieving a 
common goal. The ultimate goal 
for FHWA is to continue to foster 
this long-term partnership ap- 
proach in the highway industry 
and to maximize the public 
investment through an emphasis 
on quality 


Donald Tuggle is in the Con- 
struction and Maintenance Divi- 
sion of FHWA’s Office of Program 
Development. He is also the 
secretary of the NQI Steering 
Committee. 


National Quality Initiative 
Steering Committee 


AASHTO Representatives: 


* Dwight M. Bower, Dep. Dir, Colo. Dept. of Highways 
Ken Morefield, State Highway Engr. Fla. DOT 
Gary Robinson, State Engineer, Ariz. DOT 
Don Lucas, Chief Highway Engr, Ind. DOT 
Joseph Filippino, Dir, Bureau of Construction and Materials, 


Pa2DO I 


Wayne Murphy, State Construction Engr, Minn. DOT 
Gary Robson, Dir. Materials Div, W.Va. DOT 
Jim McManus, Dep. Chief Engr. Div. of State/Local Project 


Development, Calif. DOT 


Industry Representatives: 


Peter K.W. Wert, V.P, Haskell Lemon Construction Co, AGC 
William R. Cape, Pres, James Cape & Sons Co, ARTBA 
Richard D. Gaynor, Exec. Dir, NRMCA 


Michael Acott, Pres, NAPA 


Sanford P. LaHue, Dir. of Engineering Highways, ACPA 
Richard Sparlin, Sr. VP, Centennial Engineering, ACEC 


APWA Representative: 


R. Giancola, Bureau Chief, Highways and Transportation, 


Frederick County 


FHWA Representatives: 
E. Dean Carlson, Exec. Dir. 


William Weseman, Chief, Construction and Maintenance Div. 
Thomas Ptak, Regional Administrator, Region 9 


Secretary: 


Donald Tuggle, Construction and Maintenance Div. FHWA 


* indicates co-chairman 





Page 35 


i ALONG THE ROAD 


“Along the Road” is a hodgepodge of items of general 
interest to the highway community. But this is more 
than a miscellaneous section; “Along the Road” ts the 
place to look for information about current and up- 
coming activities, developments, and trends. This 
information comes from Federal Highway Adminis- 
tration (FHWA) sources unless otherwise indicated. 
Your suggestions and input are welcome. Let's meet 
along the road. 


Workshops on Motor Carrier Safety Rating 
Process Held Around the Country 


FHWA has scheduled eight one-day workshops around 
the country from November 30 through March 24, 1994, 
to seek ideas about how the motor carrier safety rating 
process could be improved. The Office of Motor Carri- 
ers wants to hear industry opinions on the current rat- 
ing system as well as other possible approaches. The 
office is also currently reviewing the existing evalua- 
tion process, including the possibility of self-assessment 
certification. 


Georgia DOT is Developing Rideshare Program 
for the Atlanta Region 


A team is developing an interim rideshare program for 
the Atlanta region. In early 1994, this program will tran- 
sition into the Atlanta Regional Rideshare Program that 
will tie together rideshare efforts that are underway by 
the Georgia Department of Transportation (DOT), the 
Atlanta Regional Commission, the Atlanta Chamber of 
Commerce, and the Olympic Planning Committee. 


Federal Lands Highway Office and 
Forest Service Meet 


On November 16-18, representatives from the Federal 
Lands Highway Office met with the Forest Service in 
Denver, Colo., to discuss the October 5, 1993, Notice of 
Proposed Rulemaking for the Forest Highway Program. 
The rule pertains to transportation planning (including 
designation of routes, inventory and condition, and 
bridge, pavement, and management systems), design, 
construction, and maintenance activities. 


Travel Demand Management (TDM) 
Symposium Held 


FHWA, the Federal Transit Administration (FTA), and 
the Transportation Research Board (TRB) cosponsored 
“Setting a Strategic Agenda for Travel Demand Manage- 
ment (TDM)” on November 15-16 in Arlington, Va. More 
than one hundred experts in the demand management 
area participated in presentations, discussions, and work- 
shops designed to develop ideas, options, and recom- 
mendations to advance the state of TDM into the next 
century. 


FHWA Sponsors 
Incident Management Conference 


FHWA sponsored a one-day Incident Management Con- 
ference in Buffalo, N.Y, on November 12. One of more 
than a dozen conferences held nationwide, this confer- 
ence attracted several hundred participants from fed- 
eral, state, and local governments, as well as police, fire 
departments, and trucking firms. In an effort to assist 
Buffalo with its incident management, Demo 86 (a three- 
day incident management course sponsored by the 
Office of Technology Applications) will be offered in 
the spring. 


Missouri Chief Engineer and 
Assistant Chief Engineer Announce Retirement 


On November 5, Chief Engineer Wayne Muri and Assis- 
tant Chief Engineer Walt Vandelicht announced their 
retirements effective June 30 and March 1, respectively. 
Muri, a 38-year veteran of the Missouri DOT, also served 
as president of the American Association of State High- 
way and Transportation Officials (AASHTO) during the 
past year. Vandelicht has been with the department for 
44 years. 


1994 DOT Appropriations Act 
Restricts Use of Federal Funds for Metric Signs 


Section 331 of Fiscal Year (FY) 1994 DOT Appropria- 
tions Act, signed by President Clinton, restricts use of 
funds for highway signs using metric measurements. 
FHWA still plans to develop a policy to ensure that 
uniform metric units and practices such as this one- 
year moratorium on the funding of metric signs should 
not affect the progress made by FHWA and the states 
in other areas of the program. Also, there is no prohibi- 
tion that precludes the states from using their own funds 
to erect or modify signs with messages using metric 
units. 


First ISTEA Roundtable Held in Connecticut 


On November 5, Deputy Secretary of Transportation 
Mortimer Downey and a team from the US. DOT, in- 
cluding the deputy administrators of FHWA and FTA, 
conducted the first of a nationwide series of meetings 
addressing the implementation of the Intermodal Sur- 
face Transportation Efficiency Act of 1991 (ISTEA). The 
meeting was held at the University of Hartford in Hart- 
ford, Conn. Approximately 100 state and local officials, 
business leaders, planners, and citizens from through- 
out New England discussed the progress being made 
under ISTEA and shared their concerns and issues that 
have developed during the first two years under ISTEA. 
A second roundtable is scheduled for November 17 in 
New York City. 


SS SS SSS 


Page 36 


PUBLIC ROADS ¢ WINTER * 1994 





enh get SA em 





New U.S. DOT Civil Rights Director 
Discusses Initiatives 


Antonio J. Califa, the new Director of Civil Rights for 
the U.S. DOT, visited the Volpe National Transportation 
Systems Center in Cambridge, Mass, on November 5, 
and he used the opportunity to briefly discuss the DOT 
secretary’s initiatives on civil rights issues. Most nota- 
bly, Califa indicated that he intended to increase the 
civil rights activities of his office, and he expressed his 
interest in addressing sexual harassment incidents and 
taking a proactive approach toward promoting diver- 
sity within DOT. 


Partnering Is a Key to Quality in New Jersey 


On November 4 about 200 contractors, consultants, state 
and federal officials met in Princeton, NJ., for a jointly 
sponsored Partnering Seminar. This was an initiative 
flowing from the National Quality Initiative (NQD re- 
gional meeting last summer in Monticello, N.Y, and will 
be followed by another NQI program for New Jersey in 
February 1994. At this meeting, there were presenta- 
tions about partnering from the owner and contractor 
perspectives and a three-hour feedback session that 
enabled everyone to get their “hands-on” partnering. 
Currently, New Jersey has six projects with partnering, 
and state officials plan to expand that number. 


Russian and U.S. Engineers Collaborate on 
Roads 


The first phase of a $340-million, World Bank loan to 
Russia will involve 200 to 300 kilometers of four-lane 
roads that are to be designed by a team of Russian and 
US. engineers this winter. By March 1994, contracts will 
be awarded for road repair and rehabilitation work on 
Russian highways. 


Executive Council of Civil Rights Directors 
Organized 


On November 3, civil rights personnel from the eight 
states in Region 4 met and organized an Executive Coun- 
cil of Civil Rights Directors. The purpose of the council 
is to: (1) advocate civil rights programs, (2) promote 
accountability and awareness among federal and state 
administrators, (3) act as a resource group for the ex- 
change of ideas, resolution of problems, and sharing of 
information, and (4) achieve the basic philosophies of 
all civil rights legislation and ensure equitable distribu- 
tion of federal and state programs. The council was 
also given a presentation on a pilot, regional program 
to assist disadvantaged businesses in getting contracts 
with state DOTs. 


Ozone and Carbon Monoxide Violations 

Have Decreased Significantly 

The Environmental Protection Agency (EPA) released 
its 1992 National Air Quality and Emissions Trends 
Report on November 2. The report reveals a decrease 


of 65 percent in violations of ozone standards and 
94 percent fewer violations of the carbon monoxide 
standards since 1983, despite a 37-percent increase in 
vehicle miles traveled. The report also noted a decrease 
in lead emissions. 


FHWA, BTS, and Others Undertake Review 
of European Travel Survey Techniques 


On November 2, a six-country European visit by a re- 
view team to discuss various issues related to national 
travel surveys was recently completed. The visits to 
England, Netherlands, Sweden, Denmark, France, and 
Germany by representatives of FHWA, Bureau of Trans- 
portation Statistics (BTS), and state and metropolitan 
planning organizations provided valuable input in the 
planning of the 1995 Nationwide Personal Transporta- 
tion Survey as well as the 1995 National Passenger Flow 
Study planned by the BTS. US. procedural techniques 
compared favorably with the European experience; 
however, there was a significant difference in the level 
of funding with the Europeans devoting more money 
to this area than the United States. 


Maryland State Highway Association 
Wins Governor’s Quality Award 


On November 1, the Maryland State Highway Adminis- 
tration was announced as the winner of the Governor’s 
Quality Award. This eight-year-old, total quality program 
is based on customer service, participation, continuous 
improvement, and measurement. 


Swedish Representatives Meet with FHWA 


Swedish Road Administration officials met with FHWA 
representatives on November 1 to discuss their Intelli- 
gent Vehicle-Highway Systems (IVHS) research work 
and view electronic toll- collection operations on Route 
400 in Atlanta, Ga. The Swedish IVHS work is in coop- 
eration with the European Community Programs, 
DRIVE and PROMETHEUS. 


Interagency Agreement Implementing ISTEA 
Provisions Is Signed 


FHWA Administrator Slater and the Director of the 
Bureau of Land Management (BLM) signed an inter- 
agency agreement on October 29, implementing ISTEA 
provisions relative to Public Lands Highways on nearly 
122 million hectares of public lands with a specific 
emphasis on transportation planning and resource 
management. 


National Quality Initiative Steering Committee 
Meets 

On October 27-28, the National Quality Initiative (NOD 
Steering Committee met in Detroit, Mich., following the 
Annual American Association of State Highway and 
Transportation Officials (AASHTO) Meeting. Forty states 
have indicated definite plans to hold state-level NQI 
seminars in the near future. At the meeting, AASHTO 


ssa 


PUBLIC ROADS * WINTER ¢ 1994 


Page 37 


approved formation of a “Standing Committee on Qual- 
ity.” The NQI Steering Committee foresees a need to 
coordinate with this committee as well as with other 
permanent committees on quality in NQI member or- 
ganizations. Also, the Steering Committee is finalizing a 
long-range plan that details a number of future NQI 
activities. 


IVHS Representatives Meet 
with Metropolitan Transportation Officials 


On October 23, FHWA IVHS staffers and IVHS AMERICA 
officials met with representatives of 13 metropolitan 
planning organizations (MPOs) from 10 different states 
and the District of Columbia to discuss the role of MPOs 
in moving IVHS forward in their jurisdictions. [VHS 
AMERICA is offering free one-year memberships to 
MPOs and other local government entities to facilitate 


Although there were no major bridge failures along the 
Mississippi and Missouri Rivers during the great flood of 
1993, long-term stream stability problems on tributaries 
caused damage to several bridges. At top, lateral 
migration of the Nemaha River channel in Nebraska 
resulted in the collapse of a bridge on state Route 8. At 
bottom, the bridge over Brushy Creek on lowa state 
Route 71 is a classic example of failure caused by 
abutment scour. 





their involvement, which is vital to the ultimate suc- 
cess of IVHS. 


FHWA/EPA Sponsor Symposium 
on Reuse of Construction Materials and 
By-Products 


On October 19-22, FHWA and EPA sponsored “Recov- 
ery and Effective Reuse of Discarded Materials and By- 
Products for Construction of Highway Facilities” in 
Denver, Colo. Representatives from nine companies 
presented products ranging from recycled plastic posts 
and delineators to retaining walls made from scrap tire 
rubber to the more than 150 people in attendance. 


Florida Motorists Can Call Highway Patrol 
for Free 


On October 22, the Florida Highway Patrol (FHP) and 
Florida DOT began a joint effort with GTE Mobilnet to 
allow motorists with cellular phones to call FHP with- 
out charge to report suspicious activity, hazardous road 
conditions, or request help. Currently, the service is avail- 
able in 17 counties across west central Florida. Signs 
with the message HIGHWAY ASSISTANCE DIAL *FHP 
will be placed along the roadside. The agencies hope to 
make this service available statewide. 


FHWA Issues Guidance On Wetlands 
and Other Waters of the United States 


On October 19, FHWA issued guidance to the field con- 
cerning recent changes to the rules governing Section 
404 of the Clean Water Act, which regulates placement 
of fill in wetlands and other waters of the United States. 
The changes, published jointly by EPA and the Corps 
of Engineers on August 25, are effective immediately. 
An example of a rule change that could affect trans- 
portation-related activities is the exclusion of most high- 
way drainage ditches as regulated wetlands. The pur- 
pose of this new rule and others is to close several loop- 
holes in the existing regulation and expand wetland 
protection. 


Gold Medal Presented to Flood Relief Workers 


The Secretary of Transportation’s Award for Outstand- 
ing Achievement, the “Gold Medal,” was presented on 
October 19 to all DOT employees who assisted in the 
Midwest flood relief efforts. Secretary Pefia acknowl- 
edged employees who contributed in numerous ways, 
including rescuing individuals trapped by rising water, 
reviewing washed-out roads and bridges, organizing 
delivery of emergency supplies and equipment, pro- 
viding transportation coordination around the clock, 
and preparing daily updates on the impact of the flood 
on transportation systems. The secretary presented a 
Gold Medal to Ken Jensen, FHWA Regional Administra- 
tor for Region 7, as the representative of other FHWA 
employees and for Jensen’s personal efforts. Jensen was 
the focal point in Region 7 (lowa, Kansas, Missouri, and 


TLE 


Page 38 


PUBLIC ROADS * WINTER * 1994 


Se OT i i I . 





Nebraska) for all of DOT’s emergency activities per- 
taining to highways, aviation, water, and rail. 


Road Construction Costs Decline 
for Second Quarter of 1993 


FHWA announced that highway construction costs de- 
creased 0.6 percent in the second quarter of 1993. The 
second quarter results lowered the FHWA’s composite 
index for highway construction costs to 109 percent of 
the 1987 base index (1987 average costs equal 100 per- 
cent). Decreases in the unit prices for portland cement 
concrete, bituminous concrete, and structural steel low- 
ered the index for the quarter. There were increases in 
the unit prices for common excavation, reinforced steel, 
and structural concrete. 


Alabama Law Outlawing Tinted Windows 
Is Unconstitutional 


In mid-October, the Alabama Court of Criminal Appeals 
ruled that the State Vehicle Window Tinting Statute 
prohibiting window tinting “to the extent or manufac- 
tured in such a way that occupants of the vehicle can- 
not be easily identified or recognized” was unconstitu- 
tional. The court also stated that the “.. promulgation of 
the rule was an unconstitutional usurpation of the 
legislature’s authority to make law.” 


Committee Recommends 
Regional Traffic Information Center 


On October 12, the Advisory Committee for the Tampa 
Bay Area Early Deployment Project conducted its final 
meeting. The study, funded by Section 6058 of ISTEA, 
was initiated a year ago with the intent of outlining an 
integrated transportation information system for the 
Tampa Bay area. The final report recommends the con- 
struction of a regional, real-time traffic information cen- 
ter that would display a real-time, regional congestion 
map, color-coded to indicate degrees of congestion. Ef- 
forts to implement the recommendations of the com- 
mittee are currently underway. 


Bond-Financing Symposium Conducted 

FHWA, in conjunction with the FTA and the Office of 
the Secretary of Transportation, sponsored a one-day 
symposium, “Bond-Financing and Transportation Infra- 
structure: Exploring Concepts and Roles,” in Washing- 
ton, D.C, on September 28. More than 100 people repre- 
senting virtually every DOT mode, Congress, the Of- 
fice of Management and Budget, other federal agen- 
cies, states, and other experts shared their perspectives. 
The symposium focused on the fundamentals of the 
tax-exempt bond market and transportation infrastruc- 
ture, intergovernmental perspectives, and bond-financ- 
ing mechanisms, such as credit enhancement and re- 
volving funds. A number of followup topics will be 
considered by FHWA and the other sponsors. The 
symposium will be summarized in the FHWA “Search- 
ing for Solutions” policy series. The summary will be 


available in February 1994. Mr. Tom Howard may be 
contacted on 202-366-2833 for additional information. 


South Carolina Plans First Statewide Safety 
Conference 


On October 15, representatives of the South Carolina 
Department of Public Safety met with local FHWA and 
National Highway Traffic Safety Administration 
(NHTSA) officials to begin preparing for South Carolina’s 
first statewide highway safety conference. The confer- 
ence will be held on March 6-9, 1994, in Myrtle Beach, 
and will address a wide range of highway, driver, and 
vehicular safety issues. The goals of the conference are 
to build community safety networks and to enhance 
ongoing efforts in the areas of public education, techni- 
cal assistance, and information sharing. 


Caltrans Receives APTA Award 


In mid-October, the American Public Transit Associa- 
tion presented the California DOT (Caltrans) with its 
Public Agency Award for its accomplishments in the 
field of multimodalism. Caltrans hopes this award will 
be one more step in changing the public perception of 
Caltrans as “just a highway agency.” 


Intermodal Management System Scoping Study 
In mid-October, the Port of Portland, working with the 
Oregon DOT, metropolitan officials, and FH WA, selected 
a consultant to conduct a scoping study for Oregon’s 
Intermodal Management System (IMS). The study, which 
is scheduled for completion in late December, will pro- 
duce a scope of work that will be used for a Request 
for Proposals to develop a statewide IMS. 


Idaho Consortium Agreement Signed 


On October 15, the Idaho Transportation Department, 
FHWA, Idaho Engineering Laboratory, and the Univer- 
sity of Idaho signed an agreement to form a consor- 
tium for advanced transportation research. 


Groundbreaking for Transportation 
Technology Center in Idaho 

A groundbreaking for the National Center for Advanced 
Transportation Technology was held on the University 
of Idaho campus on October 15. This center was funded 
under the ISTEA of 1991 with matching funds coming 
from private sources. Construction is expected to start 
in the spring of 1994. 


Mississippi Wins Kudos for Seat Belt Program 
Mississippi's seat belt program, “Get it on Mississippi,” 
was awarded one gold and two silver Awards for Ex- 
cellence in Public Affairs Programs by the International 
Association of Business Communicators. 


Yakima Indians Exempted 
from Washington State Gasoline Tax 


Early in October, a US. district court judge granted a 


nn 


PUBLIC ROADS * WINTER * 1994 


Page 39 


preli- minary injunction against collection of gasoline 
taxes from members of the Yakima Indian Nation who 
buy fuel at a reservation store. However, the judge or- 
dered the business and the Yakima Indian Nation to 
post a bond for $20,000—an amount equal to the total 
annual taxes—pending trial on the issue next year. The 
state’s 23-cents-per-gallon tax will continue to be col- 
lected on gasoline sales to non-Indians. The tribe con- 
tends that Congress never granted authority to the state 
to collect gas taxes from tribal members on the reser- 
vation. The tribe also argued that the collection of state 
gas taxes would place an unfair burden on tribal busi- 
nesses because the tribe collects its own gasoline tax of 
5.5 cents/gallon. 


Japanese Delegates Attend 
Advanced Technology Workshop in Virginia 


The Second US./Japan Workshop on Advanced Tech- 
nology in Highway Engineering and US. Study Tour 
was held on October 10-18. Nine Japanese delegates from 
the Ministry of Construction and the Public Works Re- 
search Institute and more than 50 representatives from 
FHWA met on October 11 at the Airlie Conference Cen- 
ter in Virginia to present ongoing activities and define 
areas for joint cooperation. On October 12, representa- 
tives met at the Turner-Fairbank Highway Research 
Center (TFHRC) in McLean, Va. to summarize the dis- 
cussions and finalize future plans. Following the work- 
shop, the Japanese delegation, accompanied by repre- 
sentatives from TFHRC and the FHWA Office of Inter- 
national Programs, conducted a study tour to Boston, 
Minneapolis, and Los Angeles. A wide variety of topics 
were covered including the design and construction of 
Boston’s Central Artery/Third Harbor Tunnel, the 3M 
Transportation Center, the Minnesota MNRoad project, 
the intermodal facilities at the Port of Long Beach, the 
newly-opened Glenn Anderson (Century) Freeway, and 





During the OECD strategic planning seminar, 
international transportation research directors tour the 
Federal Outdoor Impact Laboratory at the Turner- 
Fairbank Highway Research Center. 


the IVHS-related research being conducted by Hughes 
Aircraft. 


FHWA Kicks Off Development of IVHS 
Architecture 


FHWA kicked off the first phase of the U.S. DOT’s IVHS 
Architecture Development Program on October 12 at 
DOT Headquarters in Washington, D.C. This was the 
first time that all four successful bidders met with the 
program team, which includes representatives from 
FHWA, NHTSA, FTA, the Jet Propulsion Lab (JPL), and 
the MITRE Corporation. During the course of the three- 
day meeting, the contractor teams were briefed on de- 
tails of the IVHS architecture program, as well as other 
significant IVHS efforts that will have to be considered 
during architecture development. The four contractor 
consortia are headed by Hughes Aircraft Company, IBM 
Federal Systems, Rockwell International, and the 
Westinghouse Electric Corporation. 


Strategic Planning Seminar Opens 


International transportation research directors as- 
sembled at the TFHRC on October 4 for the opening of 
the Organisation for Economic Co-operation and De- 
velopment (OECD) Seminar on Strategic Planning for 
Road Research Programs. Following their introduction 
to the US. highway research programs, the group moved 
to Williamsburg, Va. for the continuation of the semi- 
nar through October 8. 


Federal-Aid Sanctions Imposed 


Federal-aid withholding sanctions affecting funds for 
the National Highway System (NHS), Surface Transpor- 
tation Program (STP), and Interstate Construction and 
Maintenance, as specified in 23 U.S.C. 159 (Drug Offend- 
ers Drivers License Suspension), have been imposed 
against the 11 states that are not in compliance. Twenty- 
eight states are not in compliance with 23 USC. 153 
(Safety Belt and Motorcycle Helmet Use) and, there- 
fore, are subject to transfer penalties that affect NHS, 
STP, and Congestion Mitigation/Air Quality apportion- 
ments beginning in FY 1995. Additionally, since Puerto 
Rico does not have a law establishing the minimum 
drinking age at 21 years, a 10-percent withholding pen- 
alty has been applied to its FY 1994 NHS, STP, and In- 
terstate Maintenance apportionments. 


Florida Rest Areas/ Welcome Centers 
Get 24-Hour Armed Security 


The Florida DOT has contracted with a private secu- 
rity firm to provide 24-hour security protection at all 
of its rest areas and welcome centers. Those rest areas 
without facilities will be closed. The security firm re- 
placed state law enforcement officers who were as- 
signed to rest areas immediately after a foreign tourist 
was fatally shot at a rest area. As an added measure, the 
one-mile advance signs will display the message 24- 
HOUR SECURITY under the sign. On the exit ramps 





Page 40 


PUBLIC ROADS * WINTER * 1994 


i 





EE SEE NIP EL LP GT OT LS STEVE SRI te 


and in the rest/welcome centers, other signs with the 
logo THIS AREA PATROLLED BY ARMED SECURITY 
have been installed. 


Georgia—When it Comes to Improving 
Transportation, Nobody Does it Better 


Georgians for Better Transportation (GBT) received a 
national award last month for their support and advo- 
cacy of improved transportation. The award, known as 
the Excel Award, was presented at the Annual National 
Transportation Public Affairs Workshop in Minneapo- 
lis, Minn. This is a joint meeting between the AASHTO 
Public Affairs Subcommittee and the Transportation 
Advocacy Groups from their respective states. GBT was 
chosen for this prestigious award by their counterparts 
from 48 states. The award is presented to the group 
that has provided the most effective and dedicated sup- 
port to transportation improvement in their state dur- 
ing the past year. 


IVHS Holds Meeting with Representatives 
of HBCUs and MBEs 


On September 14, Thomas A. Farrington, president of 
the Input-Output Computer Services Inc. of Waltham, 
Mass., and others met with FHWA Administrator Slater 
and IVHS staff from FHWA, NHTSA, FTA, and IVHS- 
AMERICA to discuss opportunities in the IVHS program 
for minority-owned businesses (MBEs) and historically 
black colleges and universities CHBCUs). 


Workshop Focuses on Challenges to Integrated 
Land Use/Transportation Planning 


FHWA, in conjunction with FTA, the Office of the Sec- 
retary of DOT, and the Lincoln Institute of Land Policy, 
sponsored a two-day workshop, “Metropolitan America 
in Transition: Implications for Land Use and Transpor- 
tation Planning,” in Arlington, Va, on September 9-10. 
The workshop focused on the challenges to integrated 
land use and transportation policy planning posed by 
current metropolitan development patterns. Integration 
with air quality planning was also highlighted as was 
the need to address access of unemployed central city 
workers to suburban jobs. A number of policy and re- 
search recommendations emerged from the conference. 


DOT Publishes Request 
for IVHS Operational Test Proposals 


DOT has issued a notice in the September 8 Federal 
Register seeking offers from the public and private sec- 
tors to form partnerships for participation in the IVHS 
Operational Test Program. The notice identifies five 
IVHS user-service areas in which the desired benefits 
can be evaluated under live transportation conditions: 
(1) emergency notification and personal security, (2) 
automated roadside safety inspections and commercial 
vehicle administrative processes, (3) travel-demand 
management, (4) enroute driver advisory and traveler 
services information, and (5) personalized public 


transit and public travel security. DOT has given poten- 
tial participants until January 6, 1994, to form partner- 
ships and submit project proposals. This ensures that 
proposals will be received in time for consideration for 
FY 1994 federal IVHS funding. 


Intermodal Technical Assistance Available 


In mid-September, FHWA made available the Intermodal 
Technical Assistance Activities for Transportation Plan- 
ners report through its electronic bulletin board sys- 
tem (FEBBS). This document identifies intermodal tech- 
nical assistance activities originating with U.S. DOT that 
should be of use to MPOs and state and local planners 
in fulfilling their responsibilities under ISTEA and the 
Clean Air Act Amendments of 1990. 


Georgia DOT Holds Forum 
on the Future of Transportation 


On September 2, the Georgia DOT held the first of 11 
regional public forums as part of its “Transportation 
2000—The Vision Mission” initiative. Initiated in 1993, 
Transportation 2000 is an independent advisory com- 
mission initiated by GDOT. Its purpose is to look to- 
ward the future and craft a vision of where Georgia’s 
transportation system can and should be in the years 
ahead. The commission is comprised of over 70 indi- 
viduals from across the state representing government, 
chambers of commerce, and environmental groups and 
individuals. The purpose of the regional forums is to 
gather public opinion regarding the future of transpor- 
tation in the state on issues such as bicycle and pedes- 
trian ways, congestion management, economic devel- 
opment and tourism, energy efficiency, environmental 
quality, mobility and accessibility, transportation financ- 
ing, transportation safety, and rural and urban transit. 


Request for Comments on the Metric 
Conversion of Traffic Control Signs 


On August 31, the Federal Register contained a notice— 
a request for comments on Options for Coordinating 
the Metric Conversion of Traffic Control Signs. The 
notice contained three options for which FHWA is re- 
questing comments: (1) conversion through routine sign 
maintenance, (2) quick conversion, and (3) transition 
with dual metric and English units. During the 60-day 
comment period, the public is requested to specifically 
comment on the desirability of converting signs to met- 
ric, advantages and disadvantages of the option pro- 
posed, and the cost implications of the three options. 


First IVHS World Congress Is In the Works 


Organizational meetings were held August 30-31 for the 
first IVHS World Congress, “Towards an Intelligent Trans- 
port System,” to be held in December 1994. The World 
Congress will provide for presentation and discussion 
of IVHS concepts and deployment activities, including 
a major exhibition of new equipment systems and op- 
erating practices. This first annual event is being directed 


em meaeemamcammaammmamaaaaammammaaaal 


PUBLIC ROADS ¢ WINTER * 1994 


Page 41 


cooperatively by representatives of 
public and private entities from Eu- 
rope, Japan, and the United States, in- 
cluding the FHWA. 


MADD Issues Report Card 


Mothers Against Drunk Driving 
(MADD) released their annual report 
card on the nation’s attempt to com- 
bat drunk driving. According to the 
report, while the nation has made 
strides to combat drunken driving, 
budget problems are hindering law 
enforcement, and underage drinking 
remains a widespread concern. 
MADD gave the country as a whole 
a “B-minus” in dealing with the 
drunken driving problem while ac- 
knowledging that the number of traf- 
fic fatalities involving alcohol has 
declined by nearly one-third over the 
past decade. MADD evaluated each 
state on how well it has dealt with 
drunk driving, including budgeting, 
legislation, enforcement and dealing 
with victims. The percentage rates 
shown in the list to the right indi- 
cate the rate of fatal accidents in 1992 
that were alcohol-related. 


DOT Recommends Cuts 
for National Performance 
Review 


DOT recently made 23 recommen- 
dations in the National Performance 
Review. Those recommendations 
represent a savings of $36.4 billion 

for fiscal years 1995 through 1999. 

FHWA recommended several ways 

to improve existing DOT resources, 

including: 

* Automate administrative require- 
ments for federal-aid highway 
projects. This would reduce the 
paperwork and staff time need- 
ed to complete forms and other 
requirements. 


Page 42 


State Grade Percent 


Alabama 
Alaska 
Arizona 
Arkansas 
California 
Colorado 
Connecticut 
Delaware 
DG 

Florida 
Georgia 
Hawaii 

Idaho 

Illinois 
Indiana 

Iowa 

Kansas 
Kentucky 
Louisiana 
Maine 
Maryland 
Massachusetts 
Michigan 
Minnesota 
Mississippi 
Missouri 
Montana 
Nebraska 
Nevada 

New Hampshire 
New Jersey 
New Mexico 
New York 
North Carolina 
North Dakota 
Ohio 
Oklahoma 
Oregon 
Pennsylvania 
Rhode Island 
South Carolina 
South Dakota 
Tennessee 
Texas 

Utah 
Vermont 
Virginia 
Washington 
West Virginia 
Wisconsin 
Wyoming 


—Associated Press 


45.4 
60.2 
49¢] 
469 
469 
48.9 
483 
421 
46 
45.1 
40.1 
51.2 
453 
48.6 


43.1 
515 
455 
45.6 
55.1 





* Require the Office of Motor Carri- 
ers to improve program effective- 
ness and reduce travel cost by 
allowing regional managers to 
assign field staff to highly concen- 
trated areas of motor carriers. 

- Eliminate funding for highway 
demonstration projects by allow- 
ing projects to compete at the state 
level for the limited highway 
resources available and not be 
singled out for special treatment 
at the federal level. 


—Women’s Transportation Seminar 
(WTS) 


USGS Produces Book 
on Aggregates and America’s 
Future 


Natural Aggregate: Building 
America’s Future has recently been 
published by the US. Geological Sur- 
vey (USGS) as part of its “Public Is- 
sues in Earth Science” series. The 
book, which is available free of 
charge from USGS, presents an over- 
view of aggregates that outlines the 
dependence of society on them for 
uses such as construction and public 
works projects. “This book does an 
outstanding job in describing aggre- 
gates distribution and the issues of 
zoning, government relations, land 
use, reclamation, transportation, and 
infrastructure needs for the next de- 
cade,” said Vincent P. Ahern Jr., presi- 
dent of the National Aggregates 
Association. Copies of the book can 
be ordered from the USGS Map Dis- 
tribution, Box 25286, Building 810, 
Denver Federal Center, Denver, CO 
80225. 


—National Aggregates Association 


PUBLIC ROADS * WINTER * 1994 

















NEW RESEARCH 


The following new research studies reported by the 
Federal Highway Administration’s (FHWA) Office of 
Research and Development are sponsored in whole or 
in part with federal highway funds. For further 
details on a particular study, please contact 
Richard Richter, (703) 285-2134. 


NCP Category A—Highway Safety 
A.3: Highway Safety Information Management 


Title: Evaluation of Exposure Data Sources for 
Highway Safety Issues 


Objective: The objectives are to: (1) identify and priori- 
tize the current highway safety issues and their expo- 
sure data needs, (2) identify and review the existing 
exposure data sources, emerging exposure data sources, 
and innovative approaches for acquiring the exposure 
data, and (3) analyze a high-priority safety issue using 
traditional and non-traditional exposure data sources 
in innovative ways and/or newly identified data sources. 
Contractor: University of Michigan 

Expected Completion Date: December 1995 

Estimated Cost: $321,605 


A.5: Highway Safety Design Practices and 
Criteria 


Title: Vehicle Dynamics Programs for Roadway 
and Roadside Studies 


Objective: The objective is to obtain research directed 
at (1) developing vehicle dynamics model(s) (VDM) best 
suited to the FHWA on-going research program on the 
safety of roadside design elements, and (2) developing 
an appropriate computing environment, including data 
bases and links to other programs, required to utilize 
the VDM(s) in solving these problems. Two contracts 
were let for this purpose. In this contract, a computer 
symbolic multibody program, AUTOSIM, will be used 
to incorporate features of other vehicle dynamics pro- 
grams into the vehicle dynamics codes to be developed 
for FHWA applications. 

Contractor: University of Michigan 

Expected Completion Date: August 1995 

Estimated Cost: $373,319 


Title: Vehicle Dynamics Programs for Roadway 
and Roadside Studies: STI 


Objective: Same as previous study. This is one of two 
contracts let to meet this objective. In this contract, 
VDANL, a program that has been extensively validated 
for level surface applications, will be revised to serve 
FHWA applications. 

Contractor: Systems Technology Inc. 

Expected Completion Date: June 1995 

Estimated Cost: $313,790 





A study of human factors research on older drivers is 
being conducted. 


A.6: Human Factors for Highway Safety 


Title: Synthesis of Human Factors Research on 
Older Drivers and Highway Safety 


Objective: This is a review of all the research results 
completed under the older driver high-priority area and 
an investigation of other relevant research findings. The 
results will be synthesized into a format appropriate 
for inclusion in a handbook for use by highway de- 
signers. The research report will also specify how the 
findings can be used and what additional research is 
needed. 

Contractor: Scientex 

Expected Completion Date: September 1995 

Estimated Cost: $282,723 


NCP Category B—Traffic Operations/ 
Intelligent Vehicle-Highway Systems 


B.3: Commercial Vehicle Operations 


Title: Commercial Vehicle Fleet Management 
and Information Systems 


Objective: The objective is to identify fleet management 
problems and needs that can be addressed through 
advanced technologies and that warrant public sector 
involvement. The feasibility of current and potential 
technologies to address fleet management needs will 
be assessed, and requirements will be developed as 
appropriate. Operations to be examined include: vehicle 
dispatch, routing, equipment tracking, driver schedul- 
ing, maintenance management, administration of inter- 
state shipping, movement of urban goods, intermodal 
operations, and public services such as road mainte- 
nance, trash pickup, and fire and ambulance services. 
Contractor: Cambridge Systematics 

Expected Completion Date: June 1995 

Estimated Cost: $405,461 





PUBLIC ROADS ¢ WINTER * 1994 


Page 43 


B.4: Advanced Vehicle Control Systems 


Title: Automated Highway System—Health 
Management 


Objective: This study is one of 15 parallel analyses that 
will provide DOT and others in the [VHS community 
with a realistic range and AHS configurations and a 
better understanding of AHS applications, technology, 
design, deployment, operations, and practicality. These 
studies, called AHS Precursor Systems Analyses, are each 
of one-year duration so that the results will be avail- 
able during the process of defining and evaluating al- 
ternative system concepts. 

Contractor: Honeywell 

Expected Completion Date: October 1994 

Estimated Cost: $891,993 


Title: Lateral and Longitudinal Control 
Analyses 


Objective: This is one of the Precursor Systems Analy- 
ses, and it will define and analyze AHS requirements 
for lateral and longitudinal maneuverability on the AHS 
roadway to ensure system safety and operational effi- 
ciency. 

Contractor: SRI International 

Expected Completion Date: November 1994 

Estimated Cost: $228,878 


Title: Lateral and Longitudinal Control 
Analyses 


Objective: This is one of the Precursor Systems 
Analyses. 

Contractor: Martin Marietta Corporation 

Expected Completion Date: October 1994 

Estimated Cost: $313,404 


Title: Precursor Systems Analyses of 
Automated Highway Systems (A-P) 


Objective: This is one of the Precursor Systems 
Analyses. 

Contractor: Delco Electronics Corporation 

Expected Completion Date: October 1994 

Estimated Cost: $3,009,712 


Title: Precursor Systems Analyses of AHS (L) 


Objective: This study covers urban and rural AHS analy- 
sis, AHS roadway deployment analysis, AHS entry/exit 
implementation, and preliminary cost/benefit factors 
analysis. 

Contractor: University of California 

Expected Completion Date: October 1994 

Estimated Cost: $942,783 


Title: Precursor Systems Analyses of AHS 
(F&O) 


Objective: This study covers commercial and transit AHS 
analysis, the institutional issues that affect the deploy- 
ment and operation of AHS systems, and societal issues 
and risks faced by the AHS program. 

Contractor: BDM Federal Inc. 

Expected Completion Date: October 1994 

Estimated Cost: $499,658 


Title: Precursor Systems Analyses of AHS (F) 


Objective: This study covers urban and rural AHS com- 
parison, automated check-in, automated check-out, lat- 
eral and longitudinal control analysis, malfunction man- 
agement and analysis, commercial and transit AHS analy- 
sis, comparable systems analysis, AHS roadway deploy- 
ment analysis, impact of AHS on surrounding non-AHS 
roadways, AHS entry/exit implementation, AHS road- 
way systems impact, AHS safety issues, institutional and 
societal aspects, and preliminary cost/benefit factors 
analysis. 

Contractor: Calspan Corporation 

Expected Completion Date: November 1994 

Estimated Cost: $3,054,137 


Title: Precursor Systems Analysis of 
Automated Construction, Maintenance, and 
Operational Requirements for AHS 


Objective: This study covers the identification and analy- 
sis of urban and rural AHS roadway operational issues 
and risks for each of the representative system con- 
figurations. - 

Contractor: University of California 

Expected Completion Date: July 1994 

Estimated Cost: $144,038 


Title: Automated Highway Systems (J) 


Objective: This is one of the Precursor Systems 
Analyses. 

Contractor: Raytheon 

Expected Completion Date: October 1994 

Estimated Cost: $1,789,994 


Title: Automated Check-In 


Objective: This is one of the Precursor Systems Analy- 
ses. This study will identify and analyze the require- 
ments associated with ensuring that a vehicle and its 
operator are qualified and safe for entry onto the AHS 
roadway. Issues and risks will be identified and ana- 
lyzed, and the implications for each of the representa- 
tive system configurations will be discussed. 
Contractor: Northrop Corporation 

Expected Completion Date: August 1994 

Estimated Cost: $208,368 


SS Ss sss lll 


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PUBLIC ROADS * WINTER »* 1994 





Title: Activities D, E,& L for Automated 
Highway Systems 


Objective: This is one of the Precursor Systems Analy- 
ses. This study covers lateral and longitudinal control 
analysis, malfunction management and analysis, and 
vehicle operational analysis. 

Contractor: Rockwell International 

Expected Completion Date: October 1994 

Estimated Cost: $623,451 


B.8: IVHS Research Centers of Excellence 


Title: [VHS Research Centers of Excellence 


Objective: The objective is to develop internationally 
recognized, university-based research centers that will 
aggressively develop and implement activities that ad- 
vance the state of the art in Intelligent Vehicle-High- 
way Systems. Three universities were awarded 
multiyear contracts for up to $1 million per year each 
to establish and operate the centers. 

Contractor: Texas Transportation Institute at Texas A&M 
University, Virginia Polytechnic Institute and State Uni- 
versity, University of Michigan 

Expected Completion Date: September 1997 

Estimated Cost: $15,000,000 


NCP Category E—Materials and 
Operations 


E.2: Cement and Concrete 


Title: Fast-Track Paving: Concrete Temperature 
Control and Traffic Opening Criteria for 
Bonded Concrete Overlays 


Objective: This study will evaluate existing information 
on the control of concrete temperature during curing 
for portland cement concrete pavement construction 
and also on monitoring of bond and bond-strength cri- 
teria for the opening to traffic of newly constructed 
bonded concrete overlays. The study will also develop 
guidelines in these two areas. 

Contractor: Transtec Inc. 

Expected Completion Date: March 1996 

Estimated Cost: $498,712 


NCP Category H—R&D Management 
and Coordination 


H.6: Other 


Title: Ruggedness Testing in Accordance with 
ASTM Standard Practice C1067-87 on the SHRP 
Binder Specification Tests 


Objective: This is a screening program that detects the 
sources of variation in a test method. 

Contractor: Pennsylvania Transportation Institute 
Expected Completion Date: March 1994 

Estimated Cost: $22,000 


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PUBLIC ROADS * WINTER * 1994 


Page 45 


RECENT PUBLICATIONS 


The following are brief descriptions of selected publi- 
cations recently published by the Federal Highway 
Administration, Office of Research and Development 
(RED). The Office of Engineering and Highway 
Operations R&D includes the Structures Division, 
Pavements Division, Materials Division, and Long-Term 
Pavement Performance Division. The Office of Safety 
and Traffic Operations RGD includes the Intelligent 
Vehicle-Highway Systems Research Division, Design 
Concepts Research Division, and Information and 
Behavioral Systems Division. All publications are 
available from the National Technical Information 
Service (NTIS). In some cases, limited copies of publi- 
cations are available from the R&T Report Center. 


When ordering from NTIS, include the PB number 
(or publication number) and the publication title. 
Address requests to: 


National Technical Information Service 
5285 Port Royal Road 
Springfield, Virginia 22161 


Requests for items available from the R&T Report 
Center should be addressed to: 


Federal Highway Administration 
R&T Report Center, HRD-11 

6300 Georgetown Pike 

McLean, Virginia 22101-2296 
Telephone: (703) 285-2144 


Blowup of a Concrete Pavement Adjoining a 
Rigid Structure. 


Publication No. FHWA-RD-90-11. 


by Office of Engineering and Highway 
Operations R&D 


The main cause of concrete pavement blowups are axial 
compression forces induced into the pavement by a 
rise in temperature and moisture. Previous analyses were 
based on the notion that blowups are caused by lift-off 
buckling of the pavement. The cases analyzed were: (1) 
continuously reinforced concrete pavement and (2) 
concrete pavement weakened by a traverse joint or 
crack. This report is an analysis of another case—a long 
continuously reinforced concrete pavement adjoining 
a rigid structure like a bridge abutment. The analysis is 
similar to the ones described above. The resulting for- 
mulation is non-linear. The obtained results are evalu- 
ated numerically and are compared with those of a 
long continuously reinforced pavement to show the 
effect of the rigid structure on the pavement response. 

The NTIS number for this publication is PB93-227924; 
the cost is $17.50 for a paper copy or $9 for the report 
on microfiche. 


The Assessment of Concrete Pavement 
Blowups—A User Manual. 


Publication No. FHWA-RD-91-056. 


by Office of Engineering and Highway 
Operations R&D 


This manual is based on the analyses of pavement blow- 
ups presented in 1984 and in 1989. It may be divided 
into three parts. The first part reviews briefly the vari- 
ous early attempts to clarify the blowup phenomenon 
and describes the blowup mechanism, the adopted cri- 
terion of the “safe temperature increase,” and the out- 
line of the analytical methodology on which this manual 
is based. The second part contains the analytical ex- 
pressions for the solutions of three problems shown, 
the description of the steps for the numerical evalua- 
tion as well as a list of the used pavement parameters, 
and the graphical presentation of the obtained results. 
Part three contains a discussion of the practical impli- 
cations of the presented results for concrete pavement 
design as well as for assessing pavement blowups after 
years of service, a presentation of a number of specific 
examples, and suggestions for full-scale tests for the 
determination of the identified pavement parameters. 

The NTIS number for this publication is PB94-109287; 
the cost is $17.50 for a paper copy or $9 for the report 
on microfiche. 


Design, Construction, and Quality Control 
Guidelines for Stress-Laminated Timber Bridge 
Decks. 


Publication No. FHWA-RD-91-120. 


by Office of Engineering and Highway 
Operations R&D 


Under the US. National Timber Bridge Initiative Pro- 
gram, sponsored by Congress in 1989 and administered 
by the United States Department of Agriculture, Forest 
Service, approximately 130 modern timber bridges are 
currently in service in 41 participating states. Most of 
these bridges use stress-lamination technology. Consid- 
erable research on stress-lamination technology has been 
completed and has provided design, construction, and 
inspection guidelines for timber bridge decks. Guide- 
lines for the design of stress-laminated timber decks 
have been published by AASHTO, but they do not pro- 
vide comprehensive information on materials, construc- 
tion, and inspection. Therefore, this document presents: 
(1) background information on timber bridge materials 
and quality control, (2) a comprehensive step-by-step 
design procedure based on the 1991 AASHTO Guide 
Specification, and (3) guidelines for construction, field 
monitoring, inspection, and maintenance procedures. 
Potential fabrication problems are discussed, and an 
inspection checklist is included. This publication is part 
of a collection of three booklets for the study “Educa- 
tion and Technology Transfer,” under the Timber Bridge 
Research Program. The other two booklets are: FH WA- 
RD-92-044, Corrosion Protection of Steel Hardware Used 


FO EAR EE EAR ES RL A RT A RSS RS SR AR SS SSS TE SEES SI SETS PR A ENE J SES SP SS TA A SS PEA 


Page 46 


PUBLIC ROADS * WINTER * 1994 


Michael Ritter, U.S. Forest Service 


in Modern Timber Bridges, and FHWA-RD-93-024, Tim- 
ber Substructures for Bridge Applications. 

The NTIS number for this publication is PB94-108768; 
the cost is $19.50 for a paper copy or $9 for the report 
on microfiche. 


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The Piney Creek Bridge is a stress-laminated timber 
bridge in Richland Center, Wisc. 


Corrosion Protection of Steel Hardware Used 
in Modern Timber Bridges. 


Publication No. FH WA-RD-92-044. 


by Office of Engineering and Highway 
Operations R&D 


Corrosion of steel components and connectors used in 
timber bridges can cause structural damage and failure. 
The steel hardware is usually exposed to corrosive en- 
vironments, and therefore, inadequate corrosion pro- 
tection and favorable conditions for galvanic reactions 
can promote the onset of corrosion and lead to unex- 
pected failures. In particular, the steel-stressing system 
and special connectors used in modern timber bridges, 
such as stress-laminated and glue-laminated systems, 
must be adequately protected against corrosion and 
inspected frequently. The objectives of this booklet are: 
(1) to familiarize the bridge engineer with the steel com- 
ponents and fasteners used in timber bridges that may 
corrode and with the types of corrosion that may oc- 
cur on those components, and (2) to recommend cor- 
rosion prevention measures (galvanizing and epoxy 
coating) applied to the steel components and to pro- 
vide inspection guidelines for quality control and 
inservice maintenance of these components. A simple 
explanation of the corrosion mechanism and its causes 
is presented, followed by a detailed discussion of the 
quality control and inspection of galvanized and ep- 
oxy-coated steel articles. The inspector is alerted to 
potential corrosion treatment problems (e.g, hydrogen 
embrittlement) that must be avoided. Checklists are 


provided for quality control of treated steel articles and 
inservice maintenance of steel components in timber 
bridges. This publication is part of a set of three book- 
lets for the study “Education and Technology Trans- 
fer,” under the Timber Bridge Research Program. The 
other two booklets are: FHWA-RD-91-120, Design, Con- 
struction, and Quality Control Guidelines for Stress-Lami- 
nated Timber Bridge Decks, and FH WA-RD-93-024, Tim- 
ber Substructures for Bridge Applications. 

The NTIS number for this publication is PB94-109154; 
the cost is $19.50 for a paper copy or $9 for the report 
on microfiche. 


Drilled Shafts for Bridge Foundations. 
Publication No. FHWA-RD-92-004. 


by Office of Engineering and Highway 
Operations R&D 


This study examined drilled shafts for bridge founda- 
tions in soil and water environments where, histori- 
cally, engineers have been reluctant to specify the use 
of drilled shafts because of their concern for possible 
undetected construction defects. The major objectives 
of this study were to evaluate existing nondestructive 
testing techniques for identifying defects and/or results 
of adverse downhole conditions that impact the load 
settlement behavior and to develop a pilot acceptance 
criteria for drilled shafts containing defects. The study 
included the construction of a total of 20 drilled shafts 
with and without defects for different soil sites located 
in California and Texas. The shafts were constructed 
using different techniques: dry construction and wet 
construction using water, controlled bentonite slurry, 
and controlled polymer slurry. Five instrumented shafts 
were statically load-tested, and all shafts were dynami- 
cally load-tested to correlate with static results. All shafts 
were tested nondestructively using both surface reflec- 
tion and direct transmission techniques, and the results 
are summarized and evaluated in the report. The pilot, 
allowable defect criteria consider the design basis, the 
ratio of design stress to a maximum code allowable, the 
type of stress, the level of quality control, and the risk 
tolerance. 

The NTIS number for this publication is PB94-114550; 
the cost is $44.50 for a paper copy or $17.50 for the re- 
port on microfiche. 


Asphalt Mixtures Containing Chemically 
Modified Binders. 


Publication No. FHWA-RD-92-101. 


by Office of Engineering and Highway 
Operations R&D 


The properties of a mixture containing an AC-20 con- 
trol asphalt binder were compared to mixtures where 
the binder was modified with either: (1) 15 percent 
chromium trioxide (CrO3), (2) 6.0 percent maleic anhy- 
dride (MAH), or (3) 0.75 percent furfural. Penetration 


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PUBLIC ROADS ¢ WINTER ° 1994 


Page 47 


and viscosity data of binders recovered from the four 
mixtures indicated that the three chemically modified 
binders should be stiffer at high pavement tempera- 
tures and softer at low pavement temperatures com- 
pared to the AC-20 control asphalt after mixing and 
compaction. The primary measurements for evaluating 
the susceptibility to rutting were the permanent strains 
from a creep test. The three chemically modified bind- 
ers decreased these strains by an average of 25 percent. 
However, this difference was not statistically significant 
because of the high variability of the test data. The 
three chemically modified mixtures had improved low 
temperature properties down to approximately -16 °C 
(3.2 °F) based on diametral 
test results. All four mix- 
tures had equivalent test 
results below this tem- 
perature. The MAH-modi- 
fied mixture passed both 
engineering tests used to 
evaluate moisture suscep- 
tibility. The CrOs, furfural, 
and AC-20 control mix- 
tures each failed at least 
one of the tests. The AC- 
20 control mixture had a 
high amount of visual 
stripping, while all three 
modified mixtures show- 
ed no visual stripping. It 
was concluded that the 
poor engineering test re- 
sults shown by the CrO3- 
and furfural-modified 
mixtures were related to a loss of cohession rather than 
a loss of adhesion. When the data for the three modi- 
fied mixtures were compared to each other, very few 
differences were found in any of their test properties. 

The NTIS number for this publication is PB93-227700; 
the cost is $19.50 for a paper copy or $9 for the report 
on microfiche. 


Vehicle Impact Simulation Technology 
Advancement (VISTA): Planning Document. 


Publication No. FHWA-RD-92-111. 
by Office of Safety and Traffic Operations R&D 


The VISTA Planning Document provides details on the 
development of a powerful, versatile, user-friendly ve- 
hicle impact/handling simulation model. The model uses 
the general-purpose finite element codes, DYNA3D/ 
NIKE3D, developed by the Lawrence Livermore National 
Laboratory. A three-part program is discussed. Part Lis a 
demonstration phase and is planned to take one and 
one-half (1 1/2) years. During this phase, both the ve- 
hicle handling (real-time and NIKE3D) and the vehicle 
impact (DYNA3D) computer code enhancements will 


Despite the use of warning signs, truck rollover on 
curved exit ramps is still a significant problem. 


be executed and validated against experimental test data 
using a developed vehicle model, roadside safety struc- 
ture mode, and terrain mode. Part II expands the work 
of Part I. All vehicle handling and vehicle impact/crash 
code developments work will be completed. All vehicle 
models, roadside safety structure 
models, and terrain models will 
be developed. Part III completes 
the validation of the vehicle han- 
dling and vehicle impact/crash 
code developments and the user- 
friendly, man-machine interface. 
The NTIS number for this 
publication is PB94-113628; 
the cost is $19.50 for a 
paper copy or $9 for the 
report on microfiche. 











Feasibility of an 
Automatic Truck 
Warning System. 


Publication No. 
FHWA-RD-93-039. 
by Office of Safety 
and Traffic 
Operations R&D 


One type of truck accident 
that occurs on curved exit 
ramps at interchanges is 
truck rollover. A truck will 
overturn if the lateral accel- 
eration imposed upon it as 
it travels around a curve of 
a certain radius and superelevation is greater than 
allowable for a given level of load. Also, there is a speed 
at which rollover will occur. This report deals with an 
automatic warning system to prevent truck rollover. 
Within the study, three different options were identi- 
fied and evaluated for feasibility. Of the three, the op- 
tion selected for further definition and cost-effective- 
ness analyses was an inroad detection/warning system. 
The system consists of two detection stations upstream 
of the curve with the combined ability to detect truck 
speed, weight, and height threshold. The warning sys- 
tem is a combination of a static warning sign and a 
fiber-optic warning message sign that would be acti- 
vated if the controller determined that the truck would 
be operating at the rollover threshold speed or faster 
by the time it reached the point of curvature. This re- 
port provides the details of the design, its costs, and its 
cost-effectiveness. Also, design plans and specifications 
were prepared for three installations on the Capital 
Beltway in Maryland and Virginia. 

The NTIS number for this publication is PB94-112075; 
the cost is $19.50 for a paper copy or $9 for the report 
on microfiche. 


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PUBLIC ROADS ¢ WINTER * 1994 


EN 


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Minimum Retroreflectivity Requirements for 
Traffic Signs: Summary Report. 


Publication No. FHWA-RD-93-152. 
by Office of Safety and Traffic Operations R&D 


Currently, national guidelines regarding the nighttime 
visibility of signs are limited to the stipulation in the 
Manual on Uniform Traffic Control Devices for Streets 
and Highways (MUTCD) that all warning and regula- 
tory signs be illuminated or reflectorized to show the 
same color and shape by day or night. There are no 
objective measures that can be used to determine when 
a sign has reached the end of its service life and needs 
to be replaced. This study seeks to fill that need by 
establishing minimum retroreflectivity requirements for 
traffic signs. Given the wide range of visual, cognitive, 
and psychomotor capabilities of the driving population 
and the complexity of the relationships between driver, 


vehicle, sign, and roadway, a mathematical modeling 
approach was selected. The model determines the dis- 
tance at which a driver needs to see a sign, uses this 
distance to determine the luminance required, and then 
calculates the coefficient of retroreflection at standard 
measurement angles. This model is called Computer 
Analysis of Retroreflectance of Traffic Signs (CARTS). 
The CARTS model was executed for each sign in the 
MUTCD at various vehicle speeds, sign sizes, and sign 
placements. The results are summarized and presented 
in a format that can be implemented by practitioners. 
Retroreflectivity values are given for yellow and or- 
ange warning signs, white-on-red regulatory signs, white 
regulatory signs, and white-on-green guide signs. 

The NTIS number of this publication is PB94-111945; 
the cost is $17.50 for a paper copy or $9 for the report 
on microfiche. 


TECHNOLOGY APPLICATIONS 


The following are brief descriptions of selected items 
that have been completed recently by state and fed- 
eral highway units in cooperation with the Office of 
Technology Applications and the Office of Research 
and Development, Federal Highway Administration. 
Some items by others are included when they are of 
special interest to highway agencies. All publications 
are available from the National Technical Informa- 
tion Service (NTIS). In some cases, limited copies of 
publications are available from the R&T Report 
Center. 


When ordering from NTIS, include the PB number 
(or publication number) and the publication title. 
Address requests to: 


National Technical Information Service 
5285 Port Royal Road 
Springfield, Virginia 22161 


Requests for items available from the R&T Report 
Center should be addressed to: 


Federal Highway Administration 
R&T Report Center, HRD-11 

6300 Georgetown Pike 

McLean, Virginia 22101-2296 
Telephone: (703) 285-2144 


Urban Traffic Seminar Report of Proceedings. 
Publication No. FHWA-SA-91-009. 
by Office of Technology Applications 


This document reports on the proceedings of a semi- 
nar, hosted by the Federal Highway Administration 
(FHWA) on September 25-26, 1990, on how to improve 
the transfer of traffic technology within the urban sec- 
tor. The participants were experts from state and local 
agencies, universities, professional associations, and pri- 
vate consulting services. The objectives of the seminar 
were to introduce participants to technology transfer 
programs offered by FHWA, identify training programs 
offered by universities and others, and generate new 
ideas on how to improve the technology transfer 
process. 

The NTIS number for this publication is PB93-217198; 
the cost is $17.50 for a paper copy or $9 for the report 
on microfiche. 


COM624P-—Laterally Loaded Pile Analysis 
Program for the Microcomputer, Version 2.0. 
Publication No. FHWA-SA-91-048. 

by Office of Technology Applications 


The computer program, COM624P, has been developed 
for use in the analysis of stresses and deflection of 
piles or drilled shafts under lateral loads. The program 


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PUBLIC ROADS * WINTER * 1994 


Page 49 


is especially written for highway engineers who wish 
to run the analysis on microcomputers. The technol- 
ogy on which the program is based is the widely used 
p-y curve method. The program solves the equations 
giving pile deflection, rotation, bending moment, and 
shear by using iterative procedures because of the non- 
linear response of the soil. The program provides a user- 
friendly/menu-driven input and a graphics output in a 
microcomputer environment. The version of COM624P 
for the microcomputer was developed in 1989. Several 
new features were included in the program, such as: 
generation of p-y curves for rock, capability of analysis 
of piles in sloping ground, improved solution for multi- 
layered soils, and a variety of boundary conditions at 
the pile head for selection. The current version of 
COM624P (version 2.0) includes more improvements, 
and a subroutine has been added to compute the ulti- 
mate bending capacity and the flexural rigidity of piles. 
The user documentation provides detailed information 
to enable the user to employ the program conveniently 
and effectively. The documentation consists of three 
parts: Part I, Users Guide; Part II, Engineering Back- 
ground; and Part III, Systems Maintenance. 

The NTIS number for this publication is PB94-108305; 
the cost is $61 for a paper copy or $19.50 for the report 
on microfiche. 


Design of Bridge Deck Drainage, Hydraulic 
Engineering Circular 21. 


Publication No. FHWA-SA-92-010. 
by Office of Technology Applications 


The manual provides guidelines and procedures for 
designing bridge deck drainage systems. Should the 
design process indicate a drainage system is needed, 
utilization of the most hydraulically efficient and main- 
tenance-free system is emphasized. The manual also 
stresses the advantages of designing to minimize the 
complexity of bridge deck drainage systems. Integra- 
tion of practical drainage details into overall structural 
design is presented. For the user’s convenience, all de- 
sign graphs and nomographs appear in an appendix. 
The manual is a compendium of bridge drainage de- 
sign guidance. It includes design theory, step-by-step 
design procedures, and illustrative examples. Drainage 
system design is approached from the viewpoints of 
hydraulic capacity, traffic safety, structural integrity, prac- 
tical maintenance, and architectural aesthetics. System 
hardware components, such as inlets, pipes, and down- 
spouts, are described. Guidance for selecting a design 
gutter spread and flood frequency are provided. Sys- 
tem details and existing computer models are discussed. 

The NTIS number for this publication is PB94-109584; 
the cost is $27 for a paper copy or $12.50 for the report 
on microfiche. 


An Evaluation of Granular Overlays in 
Washington State. 


Publication No. FHWA-SA-92-042. 
by Office of Technology Applications 


Granular overlays have been used by the Washington 
State Department of Transportation (WSDOT) for about 
30 years. Since the mid-1980s and along with the full 
implementation of WSDOT Pavement Management 
System (WSPMS), WSDOT has been examining the per- 
formance of granular overlays. WSDOT believes that 
the performance of this rehabilitation treatment is bet- 
ter than one might reasonably expect. Although WSDOT 
occasionally required the preexisting surfacing (often 
several bituminous surface treatment (BST) layers) be 
scarified prior to placement of the crushed rock layer, 
this practice is not supported by this research. 

This study examined granular overlays by using three 
different techniques. First, previous research on the 
behavior of confined crushed rock layers was studied. 
Through these studies, information was sought concern- 
ing the stiffness that has been found in crushed rock 
layers, what can be done to improve the crushed rock 
layer, and the problems that have been encountered in 
working with confined, crushed rock layers. Next, the 
usable life of the granular overlay was compared with 
that of other types of pavement resurfacing, including 
asphalt concrete overlays and BST. Finally, the granular 
overlays were tested to determine their properties and 
to measure the effect of different designs on their per- 
formance. 

The NTIS number for this publication is PB93-210102; 
the cost is $27 for a paper copy or $12.50 for the report 
on microfiche. 


Crumb Rubber Modifier Workshop Notes. 
Publication No. FHWA-SA-93-011. 
by Office of Technology Applications 


FHWA, the asphalt paving industry, academia, technol- 
ogy transfer centers, and state highway agencies devel- 
oped a two-day workshop on crumb rubber modifier 
(CRM) technology. Experts in asphalt paving and CRM 
technology prepared this document to support the 
workshop. Workshops were held in February and March 
of 1993 at seven locations across the country. More than 
1400 engineers, contractors, and interested individuals 
attended the workshops. 

This document is a comprehensive overview of the 
design procedures and construction practices for CRM 
technology. The CRM technology encompasses any use 
of scrap tire rubber in asphalt paving materials. The 
workshop notes begin with an overview of national 
and state legislation. The production of CRM material 
is described in detail and the history/description of 
individual technologies are discussed. The majority of 
the document focuses on cost factors, guidelines for 


SSS 


Page 50 


PUBLIC ROADS * WINTER * 1994 








specifications, pavement applications, binder design, 
mixture design, and construction practices. 

The NTIS number for this publication is PB93-217297; 
the cost is $17.50 for a paper copy or $9 for the report 
on microfiche. 


Guidelines for Evaluating Fluorescent Strong 
Yellow-Green Crossing Signs. 


Publication No. FH WA-SA-93-035. 
by Office of Technology Applications 


This manual was prepared to assist states and local high- 
way agencies in conducting field studies to determine 
the effects of fluorescent strong yellow-green crossing 
signs on motorist behavior at crossings for pedestrians, 
bicyclists, and school children. These guidelines were 
developed to use existing personnel and equipment with 
a modest time expenditure. A before-and-after study 
with comparative site experimental design is recom- 
mended for the effectiveness evaluation. Field data col- 
lection using two observers and readily available, inex- 
pensive equipment is suggested. 

The NTIS number for this publication is PB93-219053; 
the cost is $17.50 for a paper copy or $9 for the report 
on microfiche. 


Traffic Models Overview Handbook. 
Publication No. FH WA-SA-93-050. 
by Office of Technology Applications 


This handbook provides an overview of a number of 
traffic models used to optimize traffic signal timing 
mainly for arterials and networks and to evaluate traf- 
fic operations and geometric design plans for intersec- 
tions, arterials, urban street networks, and freeways. 
These simulation models encompass both macroscopic 
and microscopic models, including PASSER II, TRANSYT- 
7F, TRAF-NETSIM, CORFLO (NETFLO 1 and 2 and 
FREFLO), FRESIM, ROADSIM, PASSER III, MAXBAND, 
SOAP, TIMACS, and FREQ. The purpose of the hand- 
book is to provide transportation professionals with 
information so that they may decide if a particular traf- 
fic model would be suitable for their applications and 
how much effort and resources would be required to 
apply the model effectively. 

The NTIS number for this publication is PB94-111879; 
the cost is $52 for a paper copy or $19.50 for the report 
on microfiche. 


Ice Detection and Highway Weather 
Information Systems —Summary Report Test 
and Evaluation Project 011. 


Publication No. FH WA-SA-93-053. 
by Office of Technology Applications 


During the past 20 years, a number of state highway 
agencies have installed ice detection and highway 
weather information systems. Their evaluations have 
addressed the performance of the system equipment— 


not its usefulness, effects on highway safety, and cost- 
savings aspects. This project was initiated in 1988 with 
the objective of documenting the usefulness of ice de- 
tection and highway weather information systems in 
maintaining highway safety during winter weather and 
reducing salt or winter chemical and personnel needs 
for snow and ice control. A total of eight cooperating 
agencies participated and evaluated their systems over 
the winter of 1989-90. Participants’ experiences during 
this evaluation showed that proactive use of ice detec- 
tion and highway information systems to aid in plan- 
ning winter maintenance operations can reduce per- 
sonnel, material, and equipment needs; reduce the po- 
tential for accidents due to icing conditions; and reduce 
the amount of corrosive or environmentally harmful 
chemicals used for snow/ice control. 

The NTIS number for this publication is PB93-228088;, 
the cost is $17.50 for a paper copy or $9 for the report 
on microfiche. 


Demonstration Project No. 93: Traffic Control 
Equipment and Software, Participant’s 
Notebook. 


Publication No. FHWA-SA-93-061. 
by Office of Technology Applications 


This Participant’s Notebook was developed as a train- 
ing and reference aid for the Traffic Signal Equipment 
and Software Workshop. The notebook is organized to 
reflect the material presented in each of the two-day 
sessions. The workshop is designed to provide partici- 
pants (traffic signal systems engineers and technicians) 
with information and an opportunity to discuss and 
operate examples of the state-of-the-art traffic signal 
technology and equipment on the market today. The 
notebook covers the role and impact of traffic control 
systems, the resources and maintenance requirements 
for traffic control systems, the concept of the National 
Electrical Manufacturers Association’s standards and the 
Model 170 traffic signal controller unit specifications, 
controller input and output devices—ie., detectors, time 
switches, time base coordinators, conflict monitors, flash- 
ers, isolators, load switches, test equipment, 
uninterruptible power supply, suppression device, com- 
munication techniques, closed-loop systems, central- 
ized signal systems, and signal timing software—and 
emerging traffic control and Intelligent Vehicle-High- 
way Systems technologies. This notebook also supple- 
ments the hands-on demonstration portion of the work- 
shop, in which participants learn to operate 25 interac- 
tive technologies supplied by traffic equipment manu- 
facturers and systems software firms. 

The NTIS number for this publication is PB94-106978; 
the cost is $36.50 for a paper copy or $17.50 for the re- 
port on microfiche. 


TT ii 


PUBLIC ROADS ¢ WINTER * 1994 


Page 51 


Construction Quality Management for 
Managers (Demonstration Project 89). 


Publication No. FH WA-SA-93-071. 
by Office of Technology Applications 


This student workbook accompanies presentation of 
the two-day workshop, “Construction Quality Manage- 
ment for Managers,” sponsored under FHWA Demon- 
stration Project 89, “Quality Management.” This work- 
shop was developed as an overview for managers from 
federal, state, and local governments and from private 


industry on the concepts of quality control/quality as- 
surance. Topics discussed included a top management 
module, implementation, statistical concepts, elements 
of a quality assurance program, and specifications over- 
view. Much of the material contained in this workbook 
is also presented in the National Highway Institute 
course, “Materials Control and Acceptance-Quality As- 
surance” (NHI Course 13442). 

The NTIS number for this publication is PB94-108834; 
the cost is $27 for a paper copy or $17.50 for the report 
on microfiche. 


INSTRUCTIONS 
TO AUTHORS 


Background 

Public Roads is soliciting articles and input in the form of 
feature articles, technical articles, information for the “Along 
the Road” department, reader feedback, and suggestions con- 
cerning story ideas to be developed. Feature articles should 
deal with surface transportation issues and topics in the 
following general categories: significant technological ad- 
vancements and innovations, important activities and 
achievements, specific program areas, and general interest 
subjects. Technical articles should describe technical issues/ 
developments or new research that makes a significant con- 
tribution to the body of knowledge. 

Before you spend a great deal of time developing and 
writing an article, call or write the editor to discuss the con- 
cept and scope of the article. You can call editor Bob Bryant 
at (703) 285-2443 or managing editor Anne Barsanti at (703) 
285-2102. The address is provided below. 

The new Public Roads attempts to communicate 
through a balance of text and visual elements—photographs, 
charts, graphs, and other illustrations. An appropriate num- 
ber of high quality photographs and/or illustrations with 
proper captions is an indispensable part of an article. Lack 
of photographs or other visual elements in sufficient quan- 
tity or quality may be rationale for rejecting an article. 

All manuscripts submitted for publication in Public 
Roads are reviewed by experts in the professional field to 
determine the suitability of the article for the magazine. 
Authors are notified of acceptance or rejection. 

Authors should review this and future issues of the 
new Public Roads for style and use of illustrations and ref- 
erences. Public Roads follows the Associated Press Style- 
book and Libel Manual with a few minor exceptions. 


Manuscript Elements 

A complete manuscript consists of: title page, text, refer- 
ences (if appropriate), author(s) biography, and supportin 
visual elements. Only complete manuscripts will be consid- 
ered for publication. 


Manuscript Specifications 
Provide a hard copy and a copy on 35-inch computer disk 
using IBM-compatible WordPerfect. 

Type the manuscript using one space between sen- 
tences and double line spacing with at least 25-mm (1-in) 
margins on 216- by 279-mm (85- by 11-in) paper. Excluding 


visual elements, one magazine page equals about three pages 
of manuscript. 

Measurements should be expressed in metric units fol- 
lowed immediately, when appropriate, by English units in 
parentheses. For figures and tables, the English equivalent 
units are placed in the legend. 

If the article has been previously published or presented 
publicly, provide the following information on the title page: 
the publication or forum in which the information has been 
presented, the audience (approximate circulation/size and 
general make-up), and the date of publication/presentation. 

Number each page manually in the lower right corner. 

Avoid trademarks and brand names in the text unless it 
is directly related to the object of the article. The magazine 
neither endorses nor wants to appear to be endorsing spe- 
cific products or manufacturers. 

Provide a list of all photographs, tables, figures, and other 
illustrations with a complete caption for each. 

Cite all tables and figures in the text in the same se- 
quence as the tables and figures appear. Do not substan- 
tially repeat in the text information that is clearly repre- 
sented in the table or figure. Place all references and foot- 
notes at the end of the sentence after the final punctuation. 

Follow the reference format used for the articles in this 
issue. 

Submit a brief biography of the author(s) with the 
manuscript. Include the author’s present position and re- 
sponsibilities and previous positions relevant to the subject 


of the article. 


Submission 
Submit the complete manuscript/illustration package to: 


Editor, Public Roads, HRD-10 
Turner-Fairbank Highway Research Center 
6300 Georgetown Pike 

McLean, Va. 22101-2296 


Manuscripts submitted by authors employed by federal, state, 
or local governmental agencies must include a letter of trans- 
mittal from the author’s supervisor, endorsing the publica- 
tion of the article. 

Manuscripts by authors within the Department of Trans- 
portation must be endorsed by the applicable office 
director. 





TL SS. 


Page 52 


PUBLIC ROADS ¢ WINTER *« 1994 


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The new bridge spanning the Yellowstone River northwest of Pine Creek, Mont., was designed to harmonize with the 
surrounding natural beauty. Additionally, sharp curves in the approach roadway at both ends of the bridge were 
eliminated by skewing the new bridge 35° to the flow; the old bridge crossed the river at about 90° to the flow. Traffic 
consists primarily of local residents, tourists visiting Yellowstone National Park, and recreational fishermen fishing 
the Yellowstone River. 


Superintendent of Documents Subscription Order Form 


rocess! Charge your order. |@@m : ; 
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To fax your orders (202) 512-2233 
LIYES, enter subscriptions to the PUBLIC ROADS (PR) at $7.50 ($9.40 foreign) each per year. 


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regular domestic postage and handling and is subjectto  [] Donot make my name available to other mailers 


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(Purchase Order No.) 








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